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Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


1

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

GT (2013) Fuel: Flex Fuel (E85) (Flexible Fuel) Class: SedanWagon Fuel Economy (Gasoline): 12 mpg city, 19 mpg highway Fuel Economy (Flex Fuel (E85)): 8 mpg city, 14 mpg highway...

2

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

LaCrosse, FWDAWD (2014) Fuel: Flex Fuel (E85) Class: SedanWagon Fuel Economy (gasoline): 18 mpg city, 28 mpg highway Fuel Economy (E85): 14 mpg city, 20 mpg highway Emission...

3

Many Factors Affect MPG  

NLE Websites -- All DOE Office Websites (Extended Search)

Many Factors Affect Fuel Economy Many Factors Affect Fuel Economy How You Drive Vehicle Maintenance Fuel Variations Vehicle Variations Engine Break-In Vehicles in traffic Quick acceleration and heavy braking can reduce fuel economy by up to 33 percent on the highway and 5 percent around town. New EPA tests account for faster acceleration rates, but vigorous driving can still lower MPG. Excessive idling decreases MPG. The EPA city test includes idling, but more idling will lower MPG. Driving at higher speeds increases aerodynamic drag (wind resistance), reducing fuel economy. The new EPA tests account for aerodynamic drag up to highway speeds of 80 mph, but some drivers exceed this speed. Cold weather and frequent short trips can reduce fuel economy, since your engine doesn't operate efficiently until it is warmed up. In colder

4

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

(Gasoline): 12 mpg city, 20 mpg highway Fuel Economy (Flex Fuel (E85)): 9 mpg city, 15 mpg highway Emission Certification: California LEV II, Tier 2 Bin 5 Engine: 12-cyl, 6.0L...

5

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

(Gasoline): 12 mpg city, 20 mpg highway Fuel Economy (Flex Fuel (E85)): 9 mpg city, 15 mpg highway Emission Certification: California LEV II, Tier 2 Bin 5 Engine: 12-cyl, 6.0 L...

6

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

mpg city, 29 mpg highway Fuel Economy (Flex Fuel (E85)): 15 mpg city, 21 mpg highway Emission Certification: California LEV II, Tier 2 Bin 5 Engine: 6-cyl, 3.5L Transmission: Auto...

7

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Flying Spur (2014) Fuel: Flex Fuel (E85) (Flexible Fuel) Class: SedanWagon Fuel Economy (Gasoline): 12 mpg city, 21 mpg highway Fuel Economy (Flex Fuel (E85)): 9 mpg city, 15 mpg...

8

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Flying Spur (2013) Fuel: Flex Fuel (E85) (Flexible Fuel) Class: SedanWagon Fuel Economy (Gasoline): 12 mpg city, 21 mpg highway Fuel Economy (Flex Fuel (E85)): 9 mpg city, 15 mpg...

9

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Regal (2013) Fuel: Flex Fuel (E85) (Flexible Fuel) Class: SedanWagon Fuel Economy (Gasoline): 18 mpg city, 29 mpg highway Fuel Economy (Flex Fuel (E85)): 13 mpg city, 20 mpg...

10

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Mercedes-Benz - E350 (2014) Fuel: Flex Fuel (E85) (Flexible Fuel) Class: SedanWagon Fuel Economy (Gasoline): 21 mpg city, 31 mpg highway Fuel Economy (Flex Fuel (E85)): 16 mpg...

11

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Regal (2013) Fuel: Flex Fuel (E85) (Flexible Fuel) Class: SedanWagon Fuel Economy (Gasoline): 19 mpg city, 31 mpg highway Fuel Economy (Flex Fuel (E85)): 15 mpg city, 22...

12

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Verano (2013) Fuel: Flex Fuel (E85) (Flexible Fuel) Class: SedanWagon Fuel Economy (Gasoline): 21 mpg city, 32 mpg highway Fuel Economy (Flex Fuel (E85)): 15 mpg city, 23...

13

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Allroad Quatro (2013) Fuel: Flex Fuel (E85) (Flexible Fuel) Class: SedanWagon Fuel Economy (Gasoline): 20 mpg city, 27 mpg highway Fuel Economy (Flex Fuel (E85)): 14 mpg city, 18...

14

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Q5 (2013) Fuel: Flex Fuel (E85) (Flexible Fuel) Class: Sport Utility Vehicle Fuel Economy (Gasoline): 20 mpg city, 28 mpg highway Fuel Economy (Flex Fuel (E85)): 14 mpg city, 19...

15

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Super Sport (2013) Fuel: Flex Fuel (E85) (Flexible Fuel) Class: SedanWagon Fuel Economy (Gasoline): 12 mpg city, 19 mpg highway Fuel Economy (Flex Fuel (E85)): 8 mpg city, 14...

16

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

GTC (2013) Fuel: Flex Fuel (E85) (Flexible Fuel) Class: SedanWagon Fuel Economy (Gasoline): 11 mpg city, 19 mpg highway Fuel Economy (Flex Fuel (E85)): 8 mpg city, 13...

17

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Cadillac - ATS RWD AWD (2013) Fuel: Flex Fuel (E85) (Flexible Fuel) Class: SedanWagon Fuel Economy (Gasoline): 19 mpg city, 28 mpg highway Fuel Economy (Flex Fuel (E85)): 14 mpg...

18

Extreme MPG  

NLE Websites -- All DOE Office Websites (Extended Search)

Extreme MPG Extreme MPG World Record Fuel Efficiency Link to video of Pac Car Link to Pac Car Animation Pac II vehicle and team The PAC-Car II set a new world record in fuel efficient driving during the Shell Eco-marathon in Ladoux (France) on June 26, 2005. Running on hydrogen, the PAC-Car II achieved a fuel economy of 12,665 miles per gallon gasoline equivalent (MPGe)! Most Efficient EPA-Certified Vehicles* Current Model Year 2013 Chevrolet Volt 2014 Chevrolet Volt City 63 Hwy 61 Comb 62 Fuel Type: Gas/Electricity Gasoline - All Years 2000 Honda Insight 2000 Honda Insight City 49 Hwy 61 Comb 53 Fuel Type: Gasoline All Fuels - All Years 2013 Scion iQ EV 2013 Scion iQ EV City 138 Hwy 105 Comb 121 Fuel Type: Electricity *Based on Combined MPG rating. Current Model Year excludes pure EVs.

19

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Acura - ILX (2014) Fuel: Hybrid Electric (Hybrid Electric) Class: SedanWagon Fuel Economy (Gasoline): 39 mpg city, 38 mpg highway Emission Certification: California PZEV, Tier 2...

20

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Q5 AWD (2014) Fuel: Flex Fuel (E85) Class: Sport Utility Vehicle Fuel Economy (gasoline): 20 mpg city, 28 mpg highway Fuel Economy (E85): 14 mpg city, 19...

Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


21

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Allroad quattro (2014) Fuel: Flex Fuel (E85) Class: SedanWagon Fuel Economy (gasoline): 20 mpg city, 27 mpg highway Fuel Economy (E85): 14 mpg city, 18...

22

54.5 MPG and Beyond: Fueling Energy-Efficient Vehicles | Department of  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

4.5 MPG and Beyond: Fueling Energy-Efficient Vehicles 4.5 MPG and Beyond: Fueling Energy-Efficient Vehicles 54.5 MPG and Beyond: Fueling Energy-Efficient Vehicles November 27, 2012 - 11:08am Addthis This infographic looks how new fuel economy standards will save Americans money at the pump, reduce our dependence on foreign oil and grow the U.S. economy. Click here to view the full infographic. | Infographic by Sarah Gerrity. This infographic looks how new fuel economy standards will save Americans money at the pump, reduce our dependence on foreign oil and grow the U.S. economy. Click here to view the full infographic. | Infographic by Sarah Gerrity. This infographic looks how new fuel economy standards will save Americans money at the pump, reduce our dependence on foreign oil and grow the U.S. economy. Click here to view the full infographic. | Infographic by Sarah Gerrity.

23

54.5 MPG and Beyond: Materials Lighten the Load for Fuel Economy |  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

54.5 MPG and Beyond: Materials Lighten the Load for Fuel Economy 54.5 MPG and Beyond: Materials Lighten the Load for Fuel Economy 54.5 MPG and Beyond: Materials Lighten the Load for Fuel Economy December 4, 2012 - 12:06pm Addthis Lightweight materials, such as high-strength steel, aluminum, magnesium and carbon fiber can help improve fuel economy in future vehicles. This is a carbon fiber from microwave-assisted plasma unit -- a unit that is part of the process to transform precursor fibers into carbon fibers that can be used in vehicles. | Photo courtesy of Oak Ridge National Laboratory. Lightweight materials, such as high-strength steel, aluminum, magnesium and carbon fiber can help improve fuel economy in future vehicles. This is a carbon fiber from microwave-assisted plasma unit -- a unit that is part of the process to transform precursor fibers into carbon fibers that can be

24

54.5 MPG and Beyond: New Tire Technology Pumps Up Fuel Savings | Department  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

54.5 MPG and Beyond: New Tire Technology Pumps Up Fuel Savings 54.5 MPG and Beyond: New Tire Technology Pumps Up Fuel Savings 54.5 MPG and Beyond: New Tire Technology Pumps Up Fuel Savings December 12, 2012 - 10:30am Addthis This graphic shows how Goodyear's new Air Maintenance Technology -- also called the self-regulating tire -- works. | Graphic courtesy of Goodyear. This graphic shows how Goodyear's new Air Maintenance Technology -- also called the self-regulating tire -- works. | Graphic courtesy of Goodyear. Rebecca Matulka Rebecca Matulka Digital Communications Specialist, Office of Public Affairs What are the key facts? Keeping tires inflated to the recommended pressure can improve gas mileage by 3 percent or the equivalent of saving up to $0.10 per gallon of gasoline. Goodyear has invented a self-regulating tire, which automatically

25

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Jeep - Grand Cherokee 2WD AWD (2014) Fuel: Flex Fuel (E85) (Flexible Fuel) Class: Sport Utility Vehicle Fuel Economy (Gasoline): 17 mpg city, 24 mpg highway Fuel Economy (Flex...

26

54.5 MPG and Beyond: New Tire Technology Pumps Up Fuel Savings | Department  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

New Tire Technology Pumps Up Fuel Savings New Tire Technology Pumps Up Fuel Savings 54.5 MPG and Beyond: New Tire Technology Pumps Up Fuel Savings December 12, 2012 - 10:30am Addthis This graphic shows how Goodyear's new Air Maintenance Technology -- also called the self-regulating tire -- works. | Graphic courtesy of Goodyear. This graphic shows how Goodyear's new Air Maintenance Technology -- also called the self-regulating tire -- works. | Graphic courtesy of Goodyear. Rebecca Matulka Rebecca Matulka Digital Communications Specialist, Office of Public Affairs What are the key facts? Keeping tires inflated to the recommended pressure can improve gas mileage by 3 percent or the equivalent of saving up to $0.10 per gallon of gasoline. Goodyear has invented a self-regulating tire, which automatically

27

Alternative Fuels Data Center: Highway Electric Vehicle Supply Equipment  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Highway Electric Highway Electric Vehicle Supply Equipment (EVSE) Installation Requirements to someone by E-mail Share Alternative Fuels Data Center: Highway Electric Vehicle Supply Equipment (EVSE) Installation Requirements on Facebook Tweet about Alternative Fuels Data Center: Highway Electric Vehicle Supply Equipment (EVSE) Installation Requirements on Twitter Bookmark Alternative Fuels Data Center: Highway Electric Vehicle Supply Equipment (EVSE) Installation Requirements on Google Bookmark Alternative Fuels Data Center: Highway Electric Vehicle Supply Equipment (EVSE) Installation Requirements on Delicious Rank Alternative Fuels Data Center: Highway Electric Vehicle Supply Equipment (EVSE) Installation Requirements on Digg Find More places to share Alternative Fuels Data Center: Highway

28

Alternative Fuels Data Center: State Highway Electric Vehicle Supply  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

State Highway Electric State Highway Electric Vehicle Supply Equipment (EVSE) Regulations to someone by E-mail Share Alternative Fuels Data Center: State Highway Electric Vehicle Supply Equipment (EVSE) Regulations on Facebook Tweet about Alternative Fuels Data Center: State Highway Electric Vehicle Supply Equipment (EVSE) Regulations on Twitter Bookmark Alternative Fuels Data Center: State Highway Electric Vehicle Supply Equipment (EVSE) Regulations on Google Bookmark Alternative Fuels Data Center: State Highway Electric Vehicle Supply Equipment (EVSE) Regulations on Delicious Rank Alternative Fuels Data Center: State Highway Electric Vehicle Supply Equipment (EVSE) Regulations on Digg Find More places to share Alternative Fuels Data Center: State Highway Electric Vehicle Supply Equipment (EVSE) Regulations on

29

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Honda - Accord Plug-in Hybrid (2014) Fuel: Hybrid Electric (Hybrid Electric) Class: SedanWagon Fuel Economy (Gasoline): 36 mpg city, 39 mpg highway Engine: 4-cyl, 2.0L...

30

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Acura - ILX (2013) Fuel: Hybrid Electric (Hybrid Electric) Class: SedanWagon Fuel Economy (Gasoline): 39 mpg city, 38 mpg highway Emission Certification: LEV II PZEV, Tier 2 Bin 3...

31

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

ILX (2014) Fuel: Hybrid Electric Class: SedanWagon Fuel Economy: 39 mpg city, 38 mpg highway Emission Certification: LEV II PZEV, Tier 2 Bin 2 Engine: 1.5L I4 Transmission: ECVT...

32

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Audi - Q5 Hybrid, AWD (2014) Fuel: Hybrid Electric Class: Sport Utility Vehicle Fuel Economy: 24 mpg city, 30 mpg highway Emission Certification: LEV II ULEV, Tier 2 Bin 5 Engine:...

33

Fuel used for off-highway recreation  

SciTech Connect

The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) established a National Recreational Trails Funding Program and the National Recreational Trails Trust Fund. ISTEA requires that tax revenue generated from the sales of motor fuel used for off-highway recreation by transferred from the Highway Trust Fund to the Trails Trust Fund for recreational trail and facility improvements. In order to apportion the Trails Trust Fund of individual states equitably, the Federal Highway Administration (FHWA) asked the Oak Ridge National Laboratory (ORNL) to estimate the amount of motor fuel used for off-highway recreation at the state level by different vehicle types. This report documents this estimation procedure. For this estimation procedure, off-highway recreational fuel use was defined as Federally taxed gasoline, gasohol, diesel fuel, or special fuel used in recreational motorized vehicles on recreational trails or back country terrain. Fuel used in outdoor non-engine recreational equipment, such as camp stoves, heaters, and lanterns, was excluded from the analysis. Vehicle types included in this study were: pickup truck, light utility vehicle, motorcycle, all terrain vehicle (ATV), and snowmobile.

Hu, P.S.; Trumble, D.; Lu, A.

1994-07-01T23:59:59.000Z

34

Fuel Used for Off-Highway Recreation  

DOE Green Energy (OSTI)

The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) established a National Recreational Trails Funding Program and the National Recreational Trails Trust Fund. ISTEA requires that tax revenue generated from the sales of motor fuel used for off-highway recreation be transferred from the Highway Trust Fund to the Trails Trust Fund for recreational trail and facility improvements. In order to apportion the Trails Trust Fund to individual states equitably, the Federal Highway Administration (FHWA) asked the Oak Ridge National Laboratory (ORNL) to estimate the amount of motor fuel used for off-highway recreation at the state level by different vehicle types. This report documents this estimation procedure. For this estimation procedure, off-highway recreational fuel use was defined as Federally taxed gasoline, gasohol, diesel fuel, or special fuel used in recreational motorized vehicles on recreational trails or back country terrain. Fuel used in outdoor non-engine recreational equipment, such as camp stoves, heaters, and lanterns, was excluded from the analysis. Vehicle types included in this study were: pickup truck, light utility vehicle, motorcycle, all terrain vehicle (ATV), and snowmobile. Two factors governed the development of this estimation procedure. First, individual state shares of the total Trust Funds need to be developed using a uniform approach. Second, data needed for the estimation procedure should be publicly available and easily obtainable so that estimates for all subsequent years can be generated easily. Estimates were developed based on existing data sources. Adjustment factors were developed to take into account different vehicular off-highway recreational usage among states.

Hu, P.S.

1994-01-01T23:59:59.000Z

35

MPG Extremas  

NLE Websites -- All DOE Office Websites (Extended Search)

MPG Extremas MPG Extremas Record Mundial en Eficiencia de Combustible Link to video of Pac Car Link to Pac Car Animation Pac II vehicle and team El PAC-Car II estableció un nuevo record mundial en eficiencia de combustible durante el Eco-maratón de la Shell en Landoux (Francia) el 26 de Junio del 2005. ¡Usando hidrógeno el PAC-Car II logró una eficiencia de combustible de 12,665 millas por galón de gasolina equivalente (MPGe)! Vehículos Más Eficientes Certificados por la EPA* Modelo de Año Actual 2013 Chevrolet Volt 2013 Chevrolet Volt Ciudad 63 Carr 61 Comb 62 Tipo de Combustible: Gas/Electricidad Gasolina - Todos los Años 2000 Honda Insight 2000 Honda Insight Ciudad 49 Carr 61 Comb 53 Tipo de Combustible: Gasolina Todos los Combustibles - Todos los Años 2013 Scion iQ EV

36

Predicting Light-Duty Vehicle Fuel Economy as a Function of Highway Speed  

SciTech Connect

The www.fueleconomy.gov website offers information such as window label fuel economy for city, highway, and combined driving for all U.S.-legal light-duty vehicles from 1984 to the present. The site is jointly maintained by the U.S. Department of Energy and the U.S. Environmental Protection Agency (EPA), and also offers a considerable amount of consumer information and advice pertaining to vehicle fuel economy and energy related issues. Included with advice pertaining to driving styles and habits is information concerning the trend that as highway cruising speed is increased, fuel economy will degrade. An effort was undertaken to quantify this conventional wisdom through analysis of dynamometer testing results for 74 vehicles at steady state speeds from 50 to 80 mph. Using this experimental data, several simple models were developed to predict individual vehicle fuel economy and its rate of change over the 50-80 mph speed range interval. The models presented require a minimal number of vehicle attributes. The simplest model requires only the EPA window label highway mpg value (based on the EPA specified estimation method for 2008 and beyond). The most complex of these simple model uses vehicle coast-down test coefficients (from testing prescribed by SAE Standard J2263) known as the vehicle Target Coefficients, and the raw fuel economy result from the federal highway test. Statistical comparisons of these models and discussions of their expected usefulness and limitations are offered.

Thomas, John F [ORNL; Hwang, Ho-Ling [ORNL; West, Brian H [ORNL; Huff, Shean P [ORNL

2013-01-01T23:59:59.000Z

37

Checklist for transition to new highway fuel(s).  

DOE Green Energy (OSTI)

Transportation is vital to the U.S. economy and society. As such, U.S. Presidents have repeatedly stated that the nation needs to reduce dependence on petroleum, especially for the highway transportation sector. Throughout history, highway transportation fuel transitions have been completed successfully both in United States and abroad. Other attempts have failed, as described in Appendix A: Historical Highway Fuel Transitions. Planning for a transition is critical because the changes can affect our nation's ability to compete in the world market. A transition will take many years to complete. While it is tempting to make quick decisions about the new fuel(s) of choice, it is preferable and necessary to analyze all the pertinent criteria to ensure that correct decisions are made. Doing so will reduce the number of changes in highway fuel(s). Obviously, changes may become necessary because of occurrences such as significant technology breakthroughs or major world events. With any and all of the possible transitions to new fuel(s), the total replacement of gasoline and diesel fuels is not expected. These conventional fuels are envisioned to coexist with the new fuel(s) for decades, while the revised fuel and vehicle infrastructures are implemented. The transition process must analyze the needs of the primary 'players,' which consist of the customers, the government, the fuel industry, and the automotive industry. To maximize the probability of future successes, the prime considerations of these groups must be addressed. Section 2 presents a succinct outline of the Checklist. Section 3 provides a brief discussion about the groupings on the Checklist.

Risch, C.; Santini, D.J. (Energy Systems)

2011-12-15T23:59:59.000Z

38

OFF-HIGHWAY TRANSPORTATION-RELATED FUEL USE  

NLE Websites -- All DOE Office Websites (Extended Search)

Highway Administration FOKS Fuel Oil and Kerosene Sales GGE gasoline gallons equivalent LNG liquid natural gas LPG liquid petroleum gas MBPD million barrels per day MPH miles per...

39

54.5 MPG and Beyond: Fueling Energy-Efficient Vehicles | Department...  

NLE Websites -- All DOE Office Websites (Extended Search)

standards will save Americans money at the pump, reduce our dependence on foreign oil and grow the U.S. economy. fuel-efficiency">Click here to...

40

Off-Highway Transportation-Related Fuel Use  

Science Conference Proceedings (OSTI)

The transportation sector includes many subcategories--for example, on-highway, off-highway, and non-highway. Use of fuel for off-highway purposes is not well documented, nor is the number of off-highway vehicles. The number of and fuel usage for on-highway and aviation, marine, and rail categories are much better documented than for off-highway land-based use. Several sources document off-highway fuel use under specific conditions--such as use by application (e.g., recreation) or by fuel type (e.g., gasoline). There is, however, no single source that documents the total fuel used off-highway and the number of vehicles that use the fuel. This report estimates the fuel usage and number of vehicles/equipment for the off-highway category. No new data have been collected nor new models developed to estimate the off-highway data--this study is limited in scope to using data that already exist. In this report, unless they are being quoted from a source that uses different terminology, the terms are used as listed below. (1) ''On-highway/on-road'' includes land-based transport used on the highway system or other paved roadways. (2) ''Off-highway/off-road'' includes land-based transport not using the highway system or other paved roadways. (3) ''Non-highway/non-road'' includes other modes not traveling on highways such as aviation, marine, and rail. It should be noted that the term ''transportation'' as used in this study is not typical. Generally, ''transportation'' is understood to mean the movement of people or goods from one point to another. Some of the off-highway equipment included in this study doesn't transport either people or goods, but it has utility in movement (e.g., a forklift or a lawn mower). Along these lines, a chain saw also has utility in movement, but it cannot transport itself (i.e., it must be carried) because it does not have wheels. Therefore, to estimate the transportation-related fuel used off-highway, transportation equipment is defined to include all devices that have wheels, can move or be moved from one point to another, and use fuel. An attempt has been made to exclude off-highway engines that do not meet all three of these criteria (e.g., chain saws and generators). The following approach was used to determine the current off-highway fuel use. First, a literature review was conducted to ensure that all sources with appropriate information would be considered. Secondly, the fuel use data available from each source were compiled and compared in so far as possible. Comparable data sets (i.e., same fuel type; same application) were evaluated. Finally, appropriate data sets were combined to provide a final tally.

Davis, S.C.

2004-05-08T23:59:59.000Z

Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


41

The U.S. average retail price for on-highway diesel fuel rose...  

Gasoline and Diesel Fuel Update (EIA)

The U.S. average retail price for on-highway diesel fuel rose this week The U.S. average retail price for on-highway diesel fuel rose slightly to 3.90 a gallon on Monday. That's...

42

Highway travel and fuel comsumption from 1970 to 1980  

Science Conference Proceedings (OSTI)

The change in fuel price and availability (1970-80) has had a profound impact on the way and the extent of travel. Within the decade there were two precipitous increases in fuel price among a posture of steadily rising energy costs. In response to these price increases, a number of public policies were enacted. For instance, the 55-mph speed limit was imposed in 1974. At the end of that same year, the Federal Energy Administration and the Energy Policy and Conservation Act (EPCA) were formulated to prescribe certain conservation guidelines for states to follow in formulating their own programs. Specifically, EPCA established a program for the development of plans designed for the promotion of energy conservation and a reduction of the energy demand growth rate. Parallel to the conservation measures are technological improvements in vehicle fuel consumption. EPCA mandated that automobile manufacturers achieve fuel efficiency incrementally through 1985 to reach an average fuel economy of 27.5 mpg. This article reviews the historical impact of these factors from 1970 through 1980. Its objective is to observe the relative significance of each of these energy-saving alternatives on the growth rate of travel and fuel use. This historical perspective is particularly interesting since it presents the before-and-after effects of two ''crises'' occurring during this 10-year period. 1 figure, 10 tables.

Chan, Y.

1985-01-01T23:59:59.000Z

43

Idling - cruising the fuel inefficiency highway.  

SciTech Connect

What is the purpose of idling? The scale of idling can be small, as when parents idle their vehicles while waiting for their children outside of school, or it can be large, as when ocean liners are in port. In many cases, the primary purpose for idling is to control the temperature of a passenger or freight compartment. Large line-haul trucks idle overnight to keep fuel and the engine warm, for the resting driver's comfort, to mask out noises and smells, and for safety. In addition, all classes of trucks idle during the workday at ports and terminals, busy delivery sites, border crossings, and other work sites. They may be idling to enable slow movement in a queue (creep idling) or to provide other services. Bus drivers also idle their vehicles while they wait for passengers and to warm up in the morning. Even locomotive engines are idled so they start, for hotel load, to keep the battery charged, to keep the toilet water from freezing, and for air brakes, or because the operator idles out of habit. Although this document focuses on long-haul trucks, much of the information applies to other vehicles as well. The impacts of idling are substantial, with as much as 6 billion gallons of fuel burned unnecessarily each year in the United States at a cost of over $20 billion. The extra hours of engine operation also cost the owners money for more frequent maintenance and overhauls. In addition, idling vehicles emit particulates (PM{sub 10}), nitrogen dioxide (NO{sub 2}), carbon monoxide (CO), and carbon dioxide (CO{sub 2}). These emissions, along with noise from idling vehicles, have led to many local and state restrictions on idling. Two main factors have combined to create a surge of interest in idling reduction (IR): (1) Increasing restrictions on idling for heavy vehicles and (2) The price of diesel fuel. Because stakeholders focus their efforts on improving different factors (air quality, fuel economy, noise level), they do not necessarily agree on the most advantageous technological alternatives to implement. In addition, although many equipment manufacturers have tried to educate customers and government agencies, they often provide conflicting claims about the comparative merits of different devices. This makes it difficult for truck owners to choose the right equipment for their needs. In this study, we present the first comparison of IR technologies with each other and with idling on the basis of both costs and full fuel-cycle emissions, for different locations, fuel prices, and idling patterns. The preferences described are for the technologies that reduce total emissions the most and cost truck owners the least. We also discuss how regulatory issues and legislation affect IR, what financial incentives help to promote IR, and how outreach and education approaches can be adopted to reduce the need to idle. Finally, we offer a prediction of how future research and development (R&D), regulations, and citizen involvement can help to improve fuel economy and clean the air.

Gaines, L.; Levinson, T. (Energy Systems); (DOE)

2011-06-30T23:59:59.000Z

44

Application of fuel cells to highway and nonhighway transportation  

DOE Green Energy (OSTI)

Transportation is the nation's largest single energy user and accounts for approximately 50% of our current petroleum consumption. This fact not only defines the urgency of the problem, it also delineates the magnitude of the infrastructure already in place and the built-in inertia of the system. Major changes in our modes of transportation will not take place instantly, as we might wish, but will certainly require years and, perhaps, decades of steady evolution and technological development. Fuel cells are a promising alternate power source for transportation applications for a number of reasons. Modeling studies have indicated the potential for providing highway vehicles with performance and range comparable to those provided by internal combustion engines. Fuel cells are efficient and therefore reduce energy consumption. They are nonpolluting in terms of both air and noise pollution - highly desirable features for urban applications. In addition, they can operate on nonpetroleum fuels such as hydrogen or hydrogen in combined form, for example, methanol or ammonia, thereby reducing the nation's petroleum dependency. The investigation of the application of fuel cells to the highway transportation described began in 1977. Recently, the scope was broadened to include a determination of the feasibility of using fuel cells in nonhighway transportation, i.e., rail and marine.

Huff, J.R.; McCormich, J.B.; Lynn, D.K.; Bobbett, R.E.; Dooley, G.R.; Derouin, C.R.; Murray, H.S.; Srinivasan, S.

1981-01-01T23:59:59.000Z

45

Application of fuel cells to highway and nonhighway transportation  

SciTech Connect

Transportation is the nation's largest single energy user and accounts for approximately 50% of our current petroleum consumption. This fact not only defines the urgency of the problem, it also delineates the magnitude of the infrastructure already in place and the built-in inertia of the system. Major changes in our modes of transportation will not take place instantly, as we might wish, but will certainly require years and, perhaps, decades of steady evolution and technological development. Fuel cells are a promising alternate power source for transportation applications for a number of reasons. Modeling studies have indicated the potential for providing highway vehicles with performance and range comparable to those provided by internal combustion engines. Fuel cells are efficient and therefore reduce energy consumption. They are nonpolluting in terms of both air and noise pollution - highly desirable features for urban applications. In addition, they can operate on nonpetroleum fuels such as hydrogen or hydrogen in combined form, for example, methanol or ammonia, thereby reducing the nation's petroleum dependency. The investigation of the application of fuel cells to the highway transportation described began in 1977. Recently, the scope was broadened to include a determination of the feasibility of using fuel cells in nonhighway transportation, i.e., rail and marine.

Huff, J.R.; McCormich, J.B.; Lynn, D.K.; Bobbett, R.E.; Dooley, G.R.; Derouin, C.R.; Murray, H.S.; Srinivasan, S.

1981-01-01T23:59:59.000Z

46

Fuel Economy of the 2013 Ferrari FF  

NLE Websites -- All DOE Office Websites (Extended Search)

6 Highway Unofficial MPG Estimates Shared by Vehicle Owners My MPG Owner MPG Estimates are not yet available for this vehicle. How can I Share My MPG? Vehicle Specification Data...

47

Fuel Economy of the 2013 Ferrari FF  

NLE Websites -- All DOE Office Websites (Extended Search)

7 Highway Unofficial MPG Estimates Shared by Vehicle Owners My MPG Owner MPG Estimates are not yet available for this vehicle. How can I Share My MPG? Vehicle Specification Data...

48

The U.S. average retail price for on-highway diesel fuel rose...  

Annual Energy Outlook 2012 (EIA)

The U.S. average retail price for on-highway diesel fuel rose this week The U.S. average retail price for on-highway diesel fuel rose to 3.93 a gallon on Monday. That's up 2 ...

49

GE, Clean Energy Fuels Partner to Expand Natural Gas Highway | OpenEI  

Open Energy Info (EERE)

GE, Clean Energy Fuels Partner to Expand Natural Gas Highway GE, Clean Energy Fuels Partner to Expand Natural Gas Highway Home > Groups > Clean and Renewable Energy Jessi3bl's picture Submitted by Jessi3bl(15) Member 16 December, 2012 - 19:18 clean energy Clean Energy Fuels energy Environment Fuel GE Innovation Partnerships Technology Innovation & Solutions Transportation Trucking GE, Clean Energy Fuels Partner to Expand 'Natural Gas Highway' GE and Clean Energy Fuels announced a collaboration to expand the infrastructure for natural gas transportation in the United States. The agreement supports Clean Energy's efforts in developing America's Natural Gas Highway, a fueling network that will enable trucks to operate on liquefied natural gas coast to coast and border to border. Clean Energy Fuels will initially purchase two ecomagination-qualified

50

Forecasting a state-specific demand for highway fuels: the case for Hawaii  

SciTech Connect

An econometric model is developed to predict the demand for highway fuels in Hawaii over the next 20 years. The stock of motor vehicles is separated into six classes, and the demand for new vehicles is estimated using seemingly unrelated regression. Average fuel efficiency for the entire fleet stock, gasoline price, per capita income, and per capita stock are used to estimate per capita vehicle-miles traveled. Highway fuel consumption is then calculated as the quotient of vehicle-miles traveled and average fleet fuel efficiency. The model performs well within and outside the historical sample period. A historical simulation is performed which shows what might have happened had gasoline prices not skyrocketed in the 1970s. Predictions of highway fuel consumption through the year 2000 under three different gasoline price scenarios are then made. 29 references, 3 figures, 9 tables.

Leung, P.; Vesenka, M.H.

1987-01-01T23:59:59.000Z

51

A STUDY OF THE DISCREPANCY BETWEEN FEDERAL AND STATE MEASUREMENTS OF ON-HIGHWAY FUEL CONSUMPTION  

SciTech Connect

Annual highway fuel taxes are collected by the Treasury Department and placed in the Highway Trust Fund (HTF). There is, however, no direct connection between the taxes collected by the Treasury Department and the gallons of on-highway fuel use, which can lead to a discrepancy between these totals. This study was conducted to determine how much of a discrepancy exists between the total fuel usages estimated based on highway revenue funds as reported by the Treasury Department and the total fuel usages used in the apportionment of the HTF to the States. The analysis was conducted using data from Highway Statistics Tables MF-27 and FE-9 for the years 1991-2001. It was found that the overall discrepancy is relatively small, mostly within 5% difference. The amount of the discrepancy varies from year to year and varies among the three fuel types (gasoline, gasohol, special fuels). Several potential explanations for these discrepancies were identified, including issues on data, tax measurement, gallon measurement, HTF receipts, and timing. Data anomalies caused by outside forces, such as deferment of tax payments from one fiscal year to the next, can skew fuel tax data. Fuel tax evasion can lead to differences between actual fuel use and fuel taxes collected. Furthermore, differences in data collection and reporting among States can impact fuel use data. Refunds, credits, and transfers from the HTF can impact the total fuel tax receipt data. Timing issues, such as calendar year vs. fiscal year, can also cause some discrepancy between the two data sources.

Hwang, HL

2003-08-11T23:59:59.000Z

52

,"U.S. On-Highway Diesel Fuel Prices"  

U.S. Energy Information Administration (EIA) Indexed Site

On-Highway Diesel Fuel Prices" On-Highway Diesel Fuel Prices" ,"Click worksheet name or tab at bottom for data" ,"Worksheet Name","Description","# Of Series","Frequency","Latest Data for" ,"Data 1","W Diesel Prices - All Types",11,"Weekly","12/16/2013","3/21/1994" ,"Data 2","M Diesel Prices - All Types",11,"Monthly","11/2013","3/15/1994" ,"Data 3","W Diesel Prices-Low ",1,"Weekly","12/1/2008","2/5/2007" ,"Data 4","M Diesel Prices-Low ",1,"Monthly","12/2008","2/15/2007" ,"Data 5","W Diesel Prices-Ultra-Low",11,"Weekly","12/16/2013","2/5/2007"

53

What futurecar MPG levels and technology will be necessary?  

DOE Green Energy (OSTI)

The potential peaking of world conventional oil production and the possible imperative to reduce carbon emissions will put great pressure on vehicle manufacturers to produce more efficient vehicles, on vehicle buyers to seek them out in the marketplace, and on energy suppliers to develop new fuels and delivery systems. Four cases for stabilizing or reducing light vehicle fuel use, oil use, and/or carbon emissions over the next 50 years are presented. Case 1--Improve mpg so that the fuel use in 2020 is stabilized for the next 30 years. Case 2--Improve mpg so that by 2030 the fuel use is reduced to the 2000 level and is reduced further in subsequent years. Case 3--Case 1 plus 50% ethanol use and 50% low-carbon fuel cell vehicles by 2050. Case 4--Case 2 plus 50% ethanol use and 50% low-carbon fuel cell vehicles by 2050. The mpg targets for new cars and light trucks require that significant advances be made in developing cost-effective and very efficient vehicle technologies. With the use of alternative fuels that are low in carbon, oil use and carbon emissions can be reduced even further.

Patterson, P.; Steiner, E.; Singh, M.

2002-03-04T23:59:59.000Z

54

Fuel cell powered propulsion systems for highway vehicles  

SciTech Connect

Over the past thirty-five years, the transportation sector has accounted for approx.25% of the total gross energy consumption in the US. Transportation's share of petroleum use in this time frame has ranged from 50 to 55%. Therefore, the use of fuel cell power plants that could possibly operate more efficiently than internal combustion engines in this type of application has been examined. In addition, these fuel cell power plants can operate on methanol produced from indigenous, non-petroleum sources and thereby reduce US dependency on petroleum resources. Fuel cell power plant use in city buses and automobiles has been explored and feasibility determined from both performance and cost viewpoints. Fuel cell systems for transportation applications have been selected on the basis of state-of-development, performance (both present and projected), and fuel considerations. In the last 25 years, most of the development work by research organizations and industrial firms has focused on five types of fuel cells, classified according to the electrolyte used. In terms of the overall state-of-development of systems, the ranking is as follows: (1) phosphoric acid, (2) alkaline, (3) proton exchange membrane, (4) molten carbonate, and (5) solid oxide.

Huff, J.R.; Vanderborgh, N.E.; Roach, J.F.; Murray, H.S.

1987-01-01T23:59:59.000Z

55

Ethanol fuel modification for highway vehicle use. Final report  

DOE Green Energy (OSTI)

A number of problems that might occur if ethanol were used as a blending stock or replacement for gasoline in present cars are identified and characterized as to the probability of occurrence. The severity of their consequences is contrasted to those found with methanol in a previous contract study. Possibilities for correcting several problems are reported. Some problems are responsive to fuel modifications but others require or are better dealt with by modification of vehicles and the bulk fuel distribution system. In general, problems with ethanol in blends with gasoline were found to be less severe than those with methanol. Phase separation on exposure to water appears to be the major problem with ethanol/gasoline blends. Another potentially serious problem with blends is the illict recovery of ethanol for beverage usage, or bootlegging, which might be discouraged by the use of select denaturants. Ethanol blends have somewhat greater tendency to vapor lock than base gasoline but less than methanol blends. Gasoline engines would require modification to operate on fuels consisting mostly of ethanol. If such modifications were made, cold starting would still be a major problem, more difficult with ethanol than methanol. Startability can be provided by adding gasoline or light hydrocarbons. Addition of gasoline also reduces the explosibility of ethanol vapor and furthermore acts as denaturant.

Not Available

1980-01-01T23:59:59.000Z

56

New EPA Fuel Economy and Environment Label - Gasoline Vehicles  

NLE Websites -- All DOE Office Websites (Extended Search)

Gasoline Vehicles Gasoline Vehicles Gasoline Vehicles Fuel Economy In addition to the MPG estimates displayed on previous labels, combined city/highway fuel use is also given in terms of gallons per 100 miles. New! Fuel Economy & Greenhouse Gas Rating Use this scale to compare vehicles based on tailpipe greenhouse gas emissions, which contribute to climate change. New! Smog Rating You can now compare vehicles based on tailpipe emissions of smog-forming air pollutants. New! Five-Year Fuel Savings This compares the five-year fuel cost of the vehicle to that of an average gasoline vehicle. The assumptions used to calculate these costs are listed at the bottom of the label. Annual Fuel Cost This cost is based on the combined city/highway MPG estimate and assumptions about driving and fuel prices listed at the bottom of the

57

Environmental planning and assessment for highway vehicle use of alcohol fuels  

DOE Green Energy (OSTI)

Argonne National Laboratory is assisting the Office of Transportation Programs of the U.S. DOE in performing the required environmental planning and assessment for highway vehicle alcohol fuel commercialization in accordance with the National Environmental Policy Act of 1969 (NEPA). In this presentation the process for planning and assessment is given, specific documents resulting from the process are explained. NEPA requires an environmental impact statement (EIS) for every major federal action that may have a significant impact on the quality of the human environment. Three types of environmental documents record this process: the Environmental Development Plan (EDP), the Environmental Assessment (EA) and the Environmental Impact Statement (EIS). The transportation EDP describes the energy conserving technologies; identifies and ranks environmental concerns; outlines strategies to resolve the concerns on a priority basis; and proposes a research program to implement the strategies. This is done annually for the division. In addition, environmental codumentation is scheduled for each technology as it reaches different stages of development. One major document is the EA, prepared when it is not clear whether an EIS is necessary. The information to make such a decision is collected in one detailed assessment of the technology or program. An EIS may then be written if impacts are expected to be significant. An EA is being performed for alcohol (neat and blends) fuels for highway vehicles by ANL.

Bernard, III, M J; Bevilaqua, O M

1979-01-01T23:59:59.000Z

58

Diesel Fueled SOFC for Class 7/Class 8 On-Highway Truck Auxiliary Power  

DOE Green Energy (OSTI)

The following report documents the progress of the Cummins Power Generation (CPG) Diesel Fueled SOFC for Class 7/Class 8 On-Highway Truck Auxiliary Power (SOFC APU) development and final testing under the U.S. Department of Energy (DOE) Energy Efficiency and Renewable Energy (EERE) contract DE-FC36-04GO14318. This report overviews and summarizes CPG and partner development leading to successful demonstration of the SOFC APU objectives and significant progress towards SOFC commercialization. Significant SOFC APU Milestones: Demonstrated: Operation meeting SOFC APU requirements on commercial Ultra Low Sulfur Diesel (ULSD) fuel. SOFC systems operating on dry CPOX reformate. Successful start-up and shut-down of SOFC APU system without inert gas purge. Developed: Low cost balance of plant concepts and compatible systems designs. Identified low cost, high volume components for balance of plant systems. Demonstrated efficient SOFC output power conditioning. Demonstrated SOFC control strategies and tuning methods.

Vesely, Charles John-Paul [Cummins Power Generation; Fuchs, Benjamin S. [Cummins Power Generation; Booten, Chuck W. [Protonex Technology, LLC

2010-03-31T23:59:59.000Z

59

Biomass as a feedstock for highway vehicle fuels: a resource and availability survey  

DOE Green Energy (OSTI)

The study was initiated because of the recognized need to compile a concise description of biomass as an energy base for liquid transportation fuels (namely alcohols) for highway vehicles. The aim is to provide a brief familiarization of biomass-related terminology to those with limited technical background and to present a summary assessment of the potential that biomass can provide as a resource base for liquid transportation fuels. Biomass may play a significant role in supplying liquid fuels for transportation (indeed, for other sectors, as well), however, there are fundamental limitations imposed by the size of the biomass, resource, production and distribution economics, and the difficulty of ensuring sustained availability for an extended period of time. Bioconversion is one of a number of developing energy options that individually, may make relatively small contributions but in the aggregate, are likely to be significant. Thus, research and development related to fuels from biomass and their utilization continue to be major areas of activity sponsored by the Department of Energy.

Not Available

1979-12-01T23:59:59.000Z

60

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

GTC (2014) Fuel: Flex Fuel (E85) (Flexible Fuel) Class: SedanWagon Fuel Economy (Gasoline): 12 mpg city, 20...

Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


61

Fuel Economy of the 2014 Toyota Prius Plug-in Hybrid  

NLE Websites -- All DOE Office Websites (Extended Search)

Toyota Prius Plug-in Hybrid Toyota Prius Plug-in Hybrid Search for Other Vehicles View the Mobile Version of This Page Compare Side-by-Side 4 cyl, 1.8 L Automatic (variable gear ratios) Regular Gas and Electricity EPA Fuel Economy Miles per Gallon Personalize Regular Gas 50 Combined 51 City 49 Highway Elec+Reg. Gas 95 Combined 29 kw-hrs/100 miles *Miles per Gallon Equivalent - 1 gallon of gasoline=33.7 kw-hr Unofficial MPG Estimates Shared by Vehicle Owners My MPG Owner MPG Estimates are not yet available for this vehicle. How can I Share My MPG? Vehicle Specification Data EPA Size Class Additional Information Midsize Cars Drive Front-Wheel Drive Gas Guzzler no Turbocharger no Supercharger no Passenger Volume 94ft3 (Hatchback) Luggage Volume 22ft3 (Hatchback) Engine Descriptor Additional Information PHEV

62

Texas Hydrogen Highway Fuel Cell Hybrid Bus and Fueling Infrastructure Technology Showcase - Final Scientific/Technical Report  

DOE Green Energy (OSTI)

The Texas Hydrogen Highway project has showcased a hydrogen fuel cell transit bus and hydrogen fueling infrastructure that was designed and built through previous support from various public and private sector entities. The aim of this project has been to increase awareness among transit agencies and other public entities on these transportation technologies, and to place such technologies into commercial applications, such as a public transit agency. The initial project concept developed in 2004 was to show that a skid-mounted, fully-integrated, factory-built and tested hydrogen fueling station could be used to simplify the design, and lower the cost of fueling infrastructure for fuel cell vehicles. The approach was to design, engineer, build, and test the integrated fueling station at the factory then install it at a site that offered educational and technical resources and provide an opportunity to showcase both the fueling station and advanced hydrogen vehicles. The two primary technology components include: Hydrogen Fueling Station: The hydrogen fueling infrastructure was designed and built by Gas Technology Institute primarily through a funding grant from the Texas Commission on Environmental Quality. It includes hydrogen production, clean-up, compression, storage, and dispensing. The station consists of a steam methane reformer, gas clean-up system, gas compressor and 48 kilograms of hydrogen storage capacity for dispensing at 5000 psig. The station is skid-mounted for easy installation and can be relocated if needed. It includes a dispenser that is designed to provide temperaturecompensated fills using a control algorithm. The total station daily capacity is approximately 50 kilograms. Fuel Cell Bus: The transit passenger bus built by Ebus, a company located in Downey, CA, was commissioned and acquired by GTI prior to this project. It is a fuel cell plug-in hybrid electric vehicle which is ADA compliant, has air conditioning sufficient for Texas operations, and regenerative braking for battery charging. It uses a 19.3 kW Ballard PEM fuel cell, will store 12.6 kg of hydrogen at 350 Bar, and includes a 60 kWh battery storage system. The objectives of the project included the following: (a) To advance commercialization of hydrogen-powered transit buses and supporting infrastructure; (b) To provide public outreach and education by showcasing the operation of a 22-foot fuel cell hybrid shuttle bus and Texas first hydrogen fueling infrastructure; and (c) To showcase operation of zero-emissions vehicle for potential transit applications. As mentioned above, the project successfully demonstrated an early vehicle technology, the Ebus plug-in hybrid fuel cell bus, and that success has led to the acquisition of a more advanced vehicle that can take advantage of the same fueling infrastructure. Needed hydrogen station improvements have been identified that will enhance the capabilities of the fueling infrastructure to serve the new bus and to meet the transit agency needs. Over the course of this project, public officials, local government staff, and transit operators were engaged in outreach and education activities that acquainted them with the real world operation of a fuel cell bus and fueling infrastructure. Transit staff members in the Dallas/Ft. Worth region were invited to a workshop in Arlington, Texas at the North Central Texas Council of Governments to participate in a workshop on hydrogen and fuel cells, and to see the fuel cell bus in operation. The bus was trucked to the meeting for this purpose so that participants could see and ride the bus. Austin area transit staff members visited the fueling site in Austin to be briefed on the bus and to participate in a fueling demonstration. This led to further meetings to determine how a fuel cell bus and fueling station could be deployed at Capital Metro Transit. Target urban regions that expressed additional interest during the project in response to the outreach meetings and showcase events include San Antonio and Austin, Texas. In summary, the project objectives wer

Hitchcock, David

2012-06-29T23:59:59.000Z

63

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Supersports (2014) Fuel: Flex Fuel (E85) Class: SedanWagon Fuel Economy (gasoline): 12 mpg city, 20...

64

Fuel Economy Mobile  

NLE Websites -- All DOE Office Websites (Extended Search)

and used cars New Window Sticker Learn more about the new fuel economy label Calculate My MPG Enter your MPG data at the pump Gas Mileage Tips Tips to save you fuel and money Full...

65

EPA Fuel Economy Ratings  

NLE Websites -- All DOE Office Websites (Extended Search)

Current Window Sticker Current Window Sticker The U.S. Environmental Protection Agency (EPA) and the National Highway Traffic Safety Administration (NHTSA) recently redesigned and enhanced the window sticker that appears on new vehicles. The new Fuel Economy and Environment Label will be mandatory on all new vehicles beginning with the 2013 model year. For the 2012 model year, manufacturers can use the new window sticker or the older window sticker shown below. Roll over the highlighted elements on the label below to learn more about EPA's current fuel economy label. EPA's Current Fuel Economy Label EPA's New Fuel Economy Label Estimated Annual Fuel Cost: $2,039 based on 15,000 mile at $2.80 per gallon Your fuel cost may differ depending on annual miles and fuel prices. Combined Fuel Economy for this Vehicle: 21 MPG, Range for all SUVs: 10-31

66

Hybrid fuels for highway transportation. Second annual technical progress report for the period 1 June 1979-1 June 1980  

DOE Green Energy (OSTI)

A program has been developed to investigate the potential of hybrid fuels for use in highway transportation. Hybrids are fuels derived from combinations of readily available energetic non-conventional materials with petroleum. They are generally formulated as solutions, emulsions, or slurries. The underlying objective of the program is to reduce the use of petroleum-derived fuels and/or to minimize the processing requirements of the finished hybrid fuels. During the first year of the program, extensive work was done on the development and testing of water and alcohol emulsions and alcohol solutions. In the second year, the emphasis was placed on the development and testing of hybrid fuel slurries. Components evaluated included carbohydrates and various forms of carbon. It was concluded that, of the slurries tested, the carbon (coke, carbon black, etc.) slurries have the most potential for development into finished fuels. The efforts during the third year will concentrate on advancing the development of the slurries (especially the carbon slurries) to the same point as the solutions and emulsions. This work will include examination of the mechanical difficulties, the stability problems, and the combustion phenomena observed when using slurries in heat engines.

Ryan, T.W.; Likos, W.; Moses, C.A.

1980-06-01T23:59:59.000Z

67

highway | OpenEI  

Open Energy Info (EERE)

highway highway Dataset Summary Description The data included in this submission is United States Department of Transportation (DOT) data on rates and revenue statistics up to 1995. The data includes state motor-fuel tax receipts, 1919-1995, state motor fuel taxes and related receipts, 1950-1995, and state and federal motor fuel tax rates, 1919-1995 The data is presented in .xlsx format. Source DOT Date Released Unknown Date Updated Unknown Keywords DOT highway motor vehicles rates revenues Data application/vnd.openxmlformats-officedocument.spreadsheetml.sheet icon State motor-fuel tax receipts, 1919-1995 (xlsx, 13.8 KiB) application/vnd.openxmlformats-officedocument.spreadsheetml.sheet icon State motor fuel taxes and related receipts, 1950-1995 (xlsx, 78.5 KiB)

68

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Q5 Hybrid (2013) Fuel: Hybrid Electric (Hybrid Electric) Class: Sport Utility Vehicle Fuel Economy (Gasoline): 24 mpg city, 30...

69

Alternative Fuels Data Center: Light-Duty Vehicle Search  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

3 (2013) Fuel: Hybrid Electric (Hybrid Electric) Class: SedanWagon Fuel Economy (Gasoline): 25 mpg city, 33...

70

A Study of the Discrepancy Between Federal and State Measurements of On-Highway Motor Fuel Consumption  

NLE Websites -- All DOE Office Websites (Extended Search)

TM TM -2003/171 A Study of the Discrepancy Between Federal and State Measurements of On-Highway Motor Fuel Consumption July 2003 Ho-Ling Hwang Lorena F. Truett Stacy C. Davis DOCUMENT AVAILABILITY Reports produced after January 1, 1996, are generally available free via the U.S. Department of Energy (DOE) Information Bridge. Web site http://www.osti.gov/bridge Reports produced before January 1, 1996, may be purchased by members of the public from the followi ng source. National Technical Information Service 5285 Port Royal Road Springfield, VA 22161 Telephone 703-605-6000 (1-800-553-6847) TDD 703-487-4639 Fax 703-605-6900 E-mail info@ntis.fedworld.gov Web site http://www.ntis.gov/support/ordernowabout.htm Reports are available to DOE employees, DOE contractors, Energy Technology Data Exchange

71

2014 Best and Worst MPG Cars  

NLE Websites -- All DOE Office Websites (Extended Search)

Cars Cars 2014 Most Efficient Cars by EPA Size Class (including Electric Drive Vehicles) 2014 Most Efficient Cars by EPA Size Class (excluding Electric Drive Vehicles) 2014 Least Efficient Cars by EPA Size Class 2014 Most Fuel Efficient Cars (including electric vehicles) EPA Class Vehicle Description Fuel Economy Combined Two-Seaters smart fortwo electric drive Convertible A-1, 55kw DCPM, Electric Vehicle 107* smart fortwo electric drive coupe smart fortwo electric drive coupe A-1, 55kw DCPM, Electric Vehicle 107* Minicompacts Fiat 500e Fiat 500e A-1, 82 kW AC Induction, Electric Vehicle 116* Subcompacts Chevrolet Spark EV Chevrolet Spark EV A-1, 104 kW ACPM, Electric Vehicle< 119* Compacts Ford Focus Electric Ford Focus Electric Automatic (CVT), 107 kW AC Induction, Electric Vehicle

72

Hydrogen Highways  

E-Print Network (OSTI)

Joan Ogden, The Hope for Hydrogen, Issues in Science andand James S. Cannon. The Hydrogen Energy Transition: MovingHydrogen Highways BY TIMOTHY LIPMAN H 2 T H E S TAT E O F C

Lipman, Timothy

2005-01-01T23:59:59.000Z

73

Revised projections of fuel economy and technology for highway vehicles. Task 22. Final report  

SciTech Connect

Both the methodology used to forecast fuel economy and the technological and tooling plan data central to the derivation of the forecast for all those vehicle classes are updated here. Forecasts were prepared for a scenario where oil prices stay flat through 1985 (in current real dollars) and increase at the rate of one percent per year in the 1985 to 1995 period. Estimates of the mix of vehicles sold and projections for diesel penetration are documented. Revised forecasts for cars and light duty truck analysis are detailed. Heavy-duty truck fuel economy forecast revisions are described. The DOE automotive R and D programs are examined in the context of the newly revised projections. (MHR)

1983-06-15T23:59:59.000Z

74

New Methodology for Estimating Fuel Economy by Vehicle Class  

SciTech Connect

Office of Highway Policy Information to develop a new methodology to generate annual estimates of average fuel efficiency and number of motor vehicles registered by vehicle class for Table VM-1 of the Highway Statistics annual publication. This paper describes the new methodology developed under this effort and compares the results of the existing manual method and the new systematic approach. The methodology developed under this study takes a two-step approach. First, the preliminary fuel efficiency rates are estimated based on vehicle stock models for different classes of vehicles. Then, a reconciliation model is used to adjust the initial fuel consumption rates from the vehicle stock models and match the VMT information for each vehicle class and the reported total fuel consumption. This reconciliation model utilizes a systematic approach that produces documentable and reproducible results. The basic framework utilizes a mathematical programming formulation to minimize the deviations between the fuel economy estimates published in the previous year s Highway Statistics and the results from the vehicle stock models, subject to the constraint that fuel consumptions for different vehicle classes must sum to the total fuel consumption estimate published in Table MF-21 of the current year Highway Statistics. The results generated from this new approach provide a smoother time series for the fuel economies by vehicle class. It also utilizes the most up-to-date and best available data with sound econometric models to generate MPG estimates by vehicle class.

Chin, Shih-Miao [ORNL; Dabbs, Kathryn [University of Tennessee, Knoxville (UTK); Hwang, Ho-Ling [ORNL

2011-01-01T23:59:59.000Z

75

Trends in the size distribution, highway use, and consumption of gasoline and diesel fuels of the U.S. Commercial Truck Fleet, 1977-2002.  

SciTech Connect

This paper focuses on various major long-range (1977-2002, 1982-2002) U.S. commercial trucking trends by using U.S. Department of Commerce, Bureau of the Census Vehicle/Truck Inventory and Use Survey (VIUS/TIUS) data from this period, as well as selected 1977-2002 data from the U.S. Department of Energy's (DOE's) Energy Information Administration (EIA) and the U.S. Department of Transportation, Federal Highway Administration's (FHWA's) Highway Statistics. Analyses are made of (1) overall passenger vehicle versus truck consumption patterns of gasoline and diesel fuel and (2) the population growth and fuels used by all commercial truck classes and selected truck types (single unit and combination). Selected vehicle miles traveled, gallons per vehicle miles traveled, and gallons per cargo ton-miles traveled trends, as well as the effect of cargo tons per truck on fuel consumption, are also assessed. In addition, long-range trends of related factors (such as long-haul mileages driven by heavy trucks) and their impacts on both reducing fuel consumption per cargo-ton-mile and the relative shares of total commercial fuel use among truck classes were examined. Results of these trends on U.S. petroleum consumption are identified. The effects of basic engineering design and performance, national Interstate highway construction legislation, national demographic trends (such as suburbanization), and changes in U.S. corporate operational requirements are discussed. Their impacts on both the long-distance hauling and shorter-distance urban and suburban delivery markets of the commercial trucking industry are highlighted.

Bertram, K. M.; Santini, D. J.; Anderson, J. L.; Vyas, A. D.

2008-01-01T23:59:59.000Z

76

54.5 MPG and Beyond: Hybridization Moves Vehicles Forward | Department of  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Hybridization Moves Vehicles Forward Hybridization Moves Vehicles Forward 54.5 MPG and Beyond: Hybridization Moves Vehicles Forward November 29, 2012 - 4:01pm Addthis With help from the Clean Cities National Parks Initiative, Grand Teton National Park was able to purchase hybrid electric vehicles, which the park's Wildlife Brigade use to spark discussions about emission and fuel efficiency. | Photo courtesy of the National Park Service. With help from the Clean Cities National Parks Initiative, Grand Teton National Park was able to purchase hybrid electric vehicles, which the park's Wildlife Brigade use to spark discussions about emission and fuel efficiency. | Photo courtesy of the National Park Service. Shannon Brescher Shea Communications Manager, Clean Cities Program How do hybrids differ?

77

New Fuel Economy and Environment Label  

NLE Websites -- All DOE Office Websites (Extended Search)

New Window Sticker Beyond Tailpipe Emissions About the Label Gasoline Vehicles Plug-in Hybrid Vehicles Electric Vehicles QR Codes | Share Learn About the New Label Greenhouse gas emissions from vehicles are an important contributor to climate change. Visit EPA's climate change page for more details. View a video about the new labels. Click on a tab to view the new labels for various vehicle/fuel types. Move the cursor over parts of the label to learn more. Gasoline Vehicle Plug-In Hybrid Electric Vehicle (PHEV) Electric Vehicle Shows the type of fuel or fuels the vehicle can use. You will most commonly see "Gasoline Vehicle," "Flexible Fuel Vehicle: Gasoline-Ethanol," or "Diesel Vehicle." Learn more Find the MPG fuel economy estimates here. The Combined City/Highway

78

20051102_142800_LBC_NAHAR_ARB.mpg 0.00 4.24 ...  

Science Conference Proceedings (OSTI)

20051102_142800_LBC_NAHAR_ARB.mpg 0.00 4.24 Evening broadcasts based on the Indian space. 20051102_142800_LBC_NAHAR_ARB ...

79

VISION Model: Description of Model Used to Estimate the Impact of Highway Vehicle Technologies and Fuels on Energy Use and Carbon Emissions to 2050  

NLE Websites -- All DOE Office Websites (Extended Search)

ESD/04-1 ESD/04-1 VISION Model: Description of Model Used to Estimate the Impact of Highway Vehicle Technologies and Fuels on Energy Use and Carbon Emissions to 2050 Center for Transportation Research Argonne National Laboratory Operated by The University of Chicago, under Contract W-31-109-Eng-38, for the United States Department of Energy Argonne National Laboratory, a U.S. Department of Energy Office of Science laboratory, is operated by The University of Chicago under contract W-31-109-Eng-38. DISCLAIMER This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government nor any agency thereof, nor The University of Chicago, nor any of their employees or officers, makes any warranty, express or implied, or assumes

80

Vehicle Technologies Office: Fact #331: August 2, 2004 Off-Highway...  

NLE Websites -- All DOE Office Websites (Extended Search)

1: August 2, 2004 Off-Highway Diesel Fuel Use to someone by E-mail Share Vehicle Technologies Office: Fact 331: August 2, 2004 Off-Highway Diesel Fuel Use on Facebook Tweet about...

Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


81

Seite 1E-Book-Workshop fur MPG-Bibliothekare E-Books produzieren und publizieren  

E-Print Network (OSTI)

Seite 1E-Book-Workshop fur MPG-Bibliothekare E-Books produzieren und publizieren Bruno Wenk Hochschule für Technik und Wirtschaft HTW Chur Leipzig, 24. Oktober 2012 #12;Seite 2E-Book-Workshop fur MPG-Bibliothekare Ziel Mit kostenlosen Programmen ein E-Book im Format EPUB (2.01) realisieren und im Web publizieren

82

VISION Model : description of model used to estimate the impact of highway vehicle technologies and fuels on energy use and carbon emissions to 2050.  

DOE Green Energy (OSTI)

The VISION model has been developed by the U.S. Department of Energy (DOE) to provide estimates of the potential energy use, oil use, and carbon emission impacts to 2050 of advanced light- and heavy-duty highway vehicle technologies and alternative fuels. DOE supports research of advanced transportation technologies (including fuels) and is frequently asked to provide estimates of the potential impacts of successful market penetration of these technologies, sometimes on a relatively quick-turnaround basis. VISION is a spreadsheet model in Microsoft Excel that can be used to respond rapidly to quick-turnaround requests, as well as for longer-term analyses. It uses vehicle survival and age-dependent usage characteristics to project total light and heavy vehicle stock, total vehicle miles of travel (VMT), and total energy use by technology and fuel type by year, given market penetration and vehicle energy efficiency assumptions developed exogenously. Total carbon emissions for on-highway vehicles by year are also estimated because life-cycle carbon coefficients for various fuels are included in VISION. VISION is not a substitute for the transportation component of the Energy Information Administration's (EIA's) National Energy Modeling System (NEMS). NEMS incorporates a consumer choice model to project market penetration of advanced vehicles and alternative fuels. The projections are made within the context of the entire U.S. economy. However, the NEMS model is difficult to use on a quick-turnaround basis and only makes projections to 2025. VISION complements NEMS with its relative ''user-friendliness'' and by extending the time frame of potential analysis. VISION has been used for a wide variety of purposes. For illustration, we have listed some of its most recent and current uses in Table 1.1. Figures 1.1-1.3 illustrate the results of some of those runs. These graphs are not actual model output, but they are based on model results. The main body of this report describes VISION's methodology and data sources. The methodology and data sources used in the light- and heavy-vehicle portions of the model are discussed separately. Some suggestions for future improvements to the model are made. Appendix A provides instructions on how to run the VISION model. Appendix B describes the procedure for updating the model with the latest EIA Annual Energy Outlook (AEO).

Singh, M.; Vyas, A.; Steiner, E.

2004-02-19T23:59:59.000Z

83

FEG2006_BODY_FINAL_05_18_06_FINAL.pmd  

NLE Websites -- All DOE Office Websites (Extended Search)

Hwy ... MPG on Highway Test Procedure HP ... Horsepower LB ... Lean Burn Fuel System LR ... Long Ratio Gearbox M ... Manual...

84

Enhancing Today for Tomorrow Proprietary and Confidential Information-Zada Partners  

E-Print Network (OSTI)

­ 2008 Toyota Prius City: 48 mpg Highway: 45 mpg Combined: 46 mpg ­ Alternative Fuels " Make your own(6), Diesel 30 41 Most Efficient Midsize Cars Toyota Prius Hybrid 4 cyl, 1.5 L, Automatic(CVT), HEV

Bertini, Robert L.

85

Appendix D - Federal Highway User Fees  

NLE Websites -- All DOE Office Websites (Extended Search)

D - FEDERAL HIGHWAY USER FEES D - FEDERAL HIGHWAY USER FEES FEDERAL HIGHWAY-USER FEES 1/ OCTOBER 2001 TABLE FE-21B USER FEE TAX RATE DISTRIBUTION OF TAX EFFECTIVE DATE HIGHWAY TRUST FUND LEAKING UNDER- GROUND STORAGE TANK TRUST FUND GENERAL FUND HIGHWAY ACCOUNT MASS TRANSIT ACCOUNT Fuel Taxes (Cents per Gallon) Gasoline 18.3 01/01/96 12 2 - 4.3 18.4 10/01/97 15.44 2.86 0.1 - Diesel and Kerosene fuel 24.3 01/01/96 18 2 - 4.3 24.4 10/01/97 21.44 2.86 0.1 - Special fuels 2/ 3/ 18.3 01/01/96 12 2 - 4.3 Liquefied Petroleum Gas 13.6 10/01/97 11.47 2.13 - - Liquefied Natural Gas 11.9 10/01/97 10.04 1.86 - - Other Special Fuels 18.4 10/01/97 15.44 2.86 0.1 - Neat alcohol (85% alcohol) 3/ 4/ 9.25 10/01/97 7.72 1.43 0.1 - Compressed natural gas 5/ 4.3 10/01/93 - - - 4.3

86

Regional analyses of highway energy use  

Science Conference Proceedings (OSTI)

Regional variation among selected factors affecting energy use in highway transportation is described and analyzed. Highway vehicle use accounts for about 95% of all motor gasoline used and a substantial portion of the diesel fuel consumed in the US. For the purposes of analysis, highway energy use can be divided into three sectoral users: household, commercial, and government. Chapter 1, Nonhighway Use of Gasoline, covers agriculture, marine, aviation, industrial and commercial, construction, snowmobiles, and motorcycles. Chapter 2, Topics in Commercial Highway Energy Use, includes the following: Commercial Use of Gasoline in Highway Transportation, Automotive Fleets and Electric Vehicle Applicability; Local and Short-Haul Commercial Trucking; Intercity Trucking; and Intracity Bus Service. Chapter 3, Selected Characteristics of Highway Energy Use by the Household Sector, includes sections entitled: Regional Gasoline Use; Ownership of New and Used Vehicles; Fuel Efficiencies and Market Shares of New Vehicle Registrations; Regional Trends in Import Passenger Car Sales and in Light Truck and Van Sales; Regional Variations in Recreational Vehicle Shipments and in Gasoline Consumption, 1977; Regional Patterns of Motorcycle and Moped Use; and An Analysis of the Differences in Carpooling Across Metropolitan Areas.

Kulp, G.; Greene, D.L.; Walton, G.H.; Collins, M.J.; Shonka, D.B.; Blue, J.L.

1980-04-01T23:59:59.000Z

87

2014 Best and Worst MPG Trucks, Vans and SUVs  

NLE Websites -- All DOE Office Websites (Extended Search)

Trucks Trucks 2014 Most Efficient Trucks by EPA Size Class 2014 Least Efficient Trucks by EPA Size Class 2014 Most Fuel Efficient Trucks, Vans and SUVs EPA Class Vehicle Description Fuel Economy Combined Small Pickup Trucks Toyota Tacoma Toyota Tacoma 2WD 4 cyl, 2.7 L, Manual (5), Regular Gasoline 23 Standard Pickup Trucks Ram 1500 HFE 2WD Ram 1500 HFE 2WD 6 cyl, 3.6 L, Automatic (8), Regular Gasoline 21 Small Sport Utility Vehicles Toyota RAV4 EV Toyota RAV4 EV Automatic (variable gear ratios), 115 kW AC Induction, Electricity 76* Subaru XV Crosstrek Hybrid AWD Subaru XV Crosstrek Hybrid AWD 4 cyl, 2.0 L, Automatic (CVT), Regular Gasoline 31 Standard Sport Utility Vehicles Infiniti QX60 Hybrid AWD Infiniti QX60 Hybrid AWD 4 cyl, 2.5 L, AV-S7, Regular Gasoline Infiniti QX60 Hybrid FWD

88

The Home Energy Score: Measuring "MPG" For Your Home | Department of Energy  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

The Home Energy Score: Measuring "MPG" For Your Home The Home Energy Score: Measuring "MPG" For Your Home The Home Energy Score: Measuring "MPG" For Your Home November 9, 2010 - 2:27pm Addthis Acting Under Secretary Cathy Zoi talks about the new Home Energy Score pilot program. Dr. Kathleen Hogan Dr. Kathleen Hogan Deputy Assistant Secretary for Energy Efficiency You may know the miles per gallon your car gets, but have you ever wanted to know the miles per gallon your home gets? Today, Vice President Biden and Secretary Chu launched the Home Energy Score program to help consumers save money by saving energy. The program is kicking off in ten pilot locations across the nation. The Home Energy Score is like a miles per gallon rating - but for your home. It summarizes a home's energy performance on a simple 10-point

89

The Home Energy Score: Measuring "MPG" For Your Home | Department of Energy  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

The Home Energy Score: Measuring "MPG" For Your Home The Home Energy Score: Measuring "MPG" For Your Home The Home Energy Score: Measuring "MPG" For Your Home November 9, 2010 - 2:27pm Addthis Acting Under Secretary Cathy Zoi talks about the new Home Energy Score pilot program. Dr. Kathleen Hogan Dr. Kathleen Hogan Deputy Assistant Secretary for Energy Efficiency You may know the miles per gallon your car gets, but have you ever wanted to know the miles per gallon your home gets? Today, Vice President Biden and Secretary Chu launched the Home Energy Score program to help consumers save money by saving energy. The program is kicking off in ten pilot locations across the nation. The Home Energy Score is like a miles per gallon rating - but for your home. It summarizes a home's energy performance on a simple 10-point

90

The Home Energy Score: Measuring 'MPG' For Your Home | Department of Energy  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

The Home Energy Score: Measuring 'MPG' For Your Home The Home Energy Score: Measuring 'MPG' For Your Home The Home Energy Score: Measuring 'MPG' For Your Home November 16, 2010 - 8:52am Addthis Dr. Kathleen Hogan Dr. Kathleen Hogan Deputy Assistant Secretary for Energy Efficiency Editor's Note: Cross-posted from the Energy Blog. You may know the miles per gallon your car gets, but have you ever wanted to know the miles per gallon your home gets? Vice President Biden and Secretary Chu recently launched the Home Energy Score program to help consumers save money by saving energy. The program is kicking off in ten pilot locations across the nation. The Home Energy Score is like a miles per gallon rating - but for your home. It summarizes a home's energy performance on a simple 10-point scale - with a 10 for the top performers, or those that keep the home

91

The Home Energy Score: Measuring 'MPG' For Your Home | Department of Energy  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

The Home Energy Score: Measuring 'MPG' For Your Home The Home Energy Score: Measuring 'MPG' For Your Home The Home Energy Score: Measuring 'MPG' For Your Home November 16, 2010 - 8:52am Addthis Dr. Kathleen Hogan Dr. Kathleen Hogan Deputy Assistant Secretary for Energy Efficiency Editor's Note: Cross-posted from the Energy Blog. You may know the miles per gallon your car gets, but have you ever wanted to know the miles per gallon your home gets? Vice President Biden and Secretary Chu recently launched the Home Energy Score program to help consumers save money by saving energy. The program is kicking off in ten pilot locations across the nation. The Home Energy Score is like a miles per gallon rating - but for your home. It summarizes a home's energy performance on a simple 10-point scale - with a 10 for the top performers, or those that keep the home

92

Vehicle Technologies Office: Fact #634: August 2, 2010 Off-highway  

NLE Websites -- All DOE Office Websites (Extended Search)

4: August 2, 4: August 2, 2010 Off-highway Transportation-related Fuel Consumption to someone by E-mail Share Vehicle Technologies Office: Fact #634: August 2, 2010 Off-highway Transportation-related Fuel Consumption on Facebook Tweet about Vehicle Technologies Office: Fact #634: August 2, 2010 Off-highway Transportation-related Fuel Consumption on Twitter Bookmark Vehicle Technologies Office: Fact #634: August 2, 2010 Off-highway Transportation-related Fuel Consumption on Google Bookmark Vehicle Technologies Office: Fact #634: August 2, 2010 Off-highway Transportation-related Fuel Consumption on Delicious Rank Vehicle Technologies Office: Fact #634: August 2, 2010 Off-highway Transportation-related Fuel Consumption on Digg Find More places to share Vehicle Technologies Office: Fact #634:

93

Alternative energy sources for non-highway transportation: executive summary  

DOE Green Energy (OSTI)

A planning study was made for DOE on alternate fuels for non-highway transportation (aircraft, rail, marine, and pipeline). The study provides DOE with a recommendation of what alternate fuels may be of interest to non-highway transportation users from now through 2025 and recommends R and D needed to allow non-petroleum derived fuels to be used in non-highway transportation. In the near term (present-1985), there is unlikely to be any major change in the fuels used in any of the four modes of transportation except that the average quality of the marine fuel is likely to get worse. In the mid-term period (1985-2000), there will be a transition to non-petroleum fuels, based primarily on shale oil derived liquids assuming a shale oil industry is started during this time.

Not Available

1980-06-01T23:59:59.000Z

94

Best and Worst Fuel Economy  

NLE Websites -- All DOE Office Websites (Extended Search)

You are here: Find a Car - Home > Best and Worst MPG 2013 Most and Least Efficient Vehicles Cars Cars (excluding EVs) Trucks Trucks (excluding EVs) 2013 Most Fuel Efficient Cars by...

95

Federal Highway Administration  

E-Print Network (OSTI)

The updated Transportation Planners Safety Desk Reference includes strategies derived from the National Cooperative Highway Research Programs (NCHRP) Report 500 Guidance for Implementation of the American Association of State Highway and Transportation Officials (AASHTO) Strategic Highway Safety Plan. All 22 emphasis areas are now covered, including five new ones (young drivers, bicycle collisions, speeding, head-on collisions on freeways, and motorcycles). Additional sections on collecting and analyzing highway safety data and developing emphasis area plans have also been added. This document discusses the planners role in transportation safety and the incorporation of safety into the transportation planning process. Each emphasis area section includes: overview of the problem; data defining the problem; descriptions of safety strategies that are most relevant to planners; crash modification factors that can be used to determine the reduction in crashes anticipated from specific safety improvements; and additional resources and best practices, where available. 17. Key Words 18. Distribution Statement No restrictions. This document is available to the public

unknown authors

2009-01-01T23:59:59.000Z

96

Formulation and evaluation of highway transportation fuels from shale and coal oils: project identification and evaluation of optimized alternative fuels. Second annual report, March 20, 1980-March 19, 1981. [Broadcut fuel mixtures of petroleum, shale, and coal products  

DOE Green Energy (OSTI)

Project work is reported for the formulation and testing of diesel and broadcut fuels containing components from petroleum, shale oil, and coal liquids. Formulation of most of the fuels was based on refinery modeling studies in the first year of the project. Product blends were prepared with a variety of compositions for use in this project and to distribute to other, similar research programs. Engine testing was conducted in a single-cylinder CLR engine over a range of loads and speeds. Relative performance and emissions were determined in comparison with typical petroleum diesel fuel. With the eight diesel fuels tested, it was found that well refined shale oil products show only minor differences in engine performance and emissions which are related to differences in boiling range. A less refined coal distillate can be used at low concentrations with normal engine performance and increased emissions of particulates and hydrocarbons. Higher concentrations of coal distillate degrade both performance and emissions. Broadcut fuels were tested in the same engine with variable results. All fuels showed increased fuel consumption and hydrocarbon emissions. The increase was greater with higher naphtha content or lower cetane number of the blends. Particulates and nitrogen oxides were high for blends with high 90% distillation temperatures. Operation may have been improved by modifying fuel injection. Cetane and distillation specifications may be advisable for future blends. Additional multi-cylinder and durability testing is planned using diesel fuels and broadcut fuels. Nine gasolines are scheduled for testing in the next phase of the project.

Sefer, N.R.; Russell, J.A.

1981-12-01T23:59:59.000Z

97

Alternative energy sources for non-highway transportation. Appendices  

DOE Green Energy (OSTI)

A planning study was made for DOE on alternate fuels for non-highway transportation (aircraft, rail, marine, and pipeline). The study provides DOE with a recommendation of what alternate fuels may be of interest to non-highway transportation users from now through 2025 and recommends R and D needed to allow non-petroleum derived fuels to be used in non-highway transportation. Volume III contains all of the references for the data used in the preliminary screening and is presented in 4 subvolumes. Volume IIIA covers the background information on the various prime movers used in the non-highway transportation area, the physical property data, the fuel-prime mover interaction and a review of some alternate energy forms. Volume IIIB covers the economics of producing, tranporting, and distributing the various fuels. Volume IIIC is concerned with the environment issues in production and use of the fuels, the energy efficiency in use and production, the fuel logistics considerations, and the overall ratings and selection of the fuels and prime movers for the detailed evaluation. Volume IIID covers the demand-related issues.

Not Available

1980-06-01T23:59:59.000Z

98

Heavy-Duty Stoichiometric Compression Ignition Engine with Improved Fuel Economy over Alternative Technologies for Meeting 2010 On-Highway Emission  

Science Conference Proceedings (OSTI)

The objectives of the reported work were: to apply the stoichiometric compression ignition (SCI) concept to a 9.0 liter diesel engine; to obtain engine-out NO{sub x} and PM exhaust emissions so that the engine can meet 2010 on-highway emission standards by applying a three-way catalyst for NO{sub x} control and a particulate filter for PM control; and to simulate an optimize the engine and air system to approach 50% thermal efficiency using variable valve actuation and electric turbo compounding. The work demonstrated that an advanced diesel engine can be operated at stoichiometric conditions with reasonable particulate and NOx emissions at full power and peak torque conditions; calculated that the SCI engine will operate at 42% brake thermal efficiency without advanced hardware, turbocompounding, or waste heat recovery; and determined that EGR is not necessary for this advanced concept engine, and this greatly simplifies the concept.

Kirby J. Baumgard; Richard E. Winsor

2009-12-31T23:59:59.000Z

99

Chrysler RAM PHEV Fleet Results Report  

NLE Websites -- All DOE Office Websites (Extended Search)

istance (mi) 4 45 Trips in Charge Depleting (CD) mode City Highway Gasoline fuel economy (mpg) DC electrical energy consumption (DC Whmi) Percent of miles with internal combustion...

100

Monthly Summary Results for the Chrysler RAM PHEV Fleet  

NLE Websites -- All DOE Office Websites (Extended Search)

VEHICLE TECHNOLOGIES PROGRAM Trips in Charge Depleting (CD) mode City Highway Gasoline fuel economy (mpg) DC electrical energy consumption (DC Whmi) Percent of miles...

Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


101

FEG2006_BODY_FINAL_05_18_06_FINAL.pmd  

NLE Websites -- All DOE Office Websites (Extended Search)

in Liters FFV ... Flexible-Fuel Vehicle FWD... Front-Wheel Drive HEV ... Hybrid-Electric Vehicle Hwy ... MPG on Highway Test Procedure HP ......

102

WEB_UPDATE_FEG2004_BODY.pmd  

NLE Websites -- All DOE Office Websites (Extended Search)

Liters FFV ... Flexible-Fuel Vehicle FWD ... Front-Wheel Drive HEV ... Hybrid-Electric Vehicle Hwy ... MPG on Highway Test Procedure LB ... Lean...

103

OpenEI Community - Fuel  

Open Energy Info (EERE)

en.openei.orgcommunitytaxonomyterm2020 en GE, Clean Energy Fuels Partner to Expand Natural Gas Highway http:en.openei.orgcommunityblogge-clean-energy-fuels-partner-expa...

104

California Hydrogen Highway Network October 3, 2007  

NLE Websites -- All DOE Office Websites (Extended Search)

Hydrogen Highway Hydrogen Highway Network April 3, 2008 California Air Resources Board California Blueprint Plan * Phased approach to infrastructure implementation * Environmental goals * Shared risk CaH2Net Background * Governor's Executive Order, S-7-04 formed the CaH2Net in April 2004 * A Blueprint Plan, May 2005 * Legislative Authority - SB76, $6.5 Million, stations, vehicles, support - Budget Act 2006, $6.5 Million, ZBuses, stations - Budget Act 2007, $6 Million, stations, support The State's Contribution * Vehicles * Stations * CaH2Net Membership * Hydrogen Fuel Quality Standard * Environmental Standards for Hydrogen * Public outreach and education Over 90% of Californians Breathe Unhealthy Air at Times 0-5 Days >100 Days 6-50 Days 50-100 Days Days Over State 24-Hour PM10 Standard

105

54.5 MPG and Beyond: Speeding Up Development of Advanced Combustion Engines  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Speeding Up Development of Advanced Combustion Speeding Up Development of Advanced Combustion Engines 54.5 MPG and Beyond: Speeding Up Development of Advanced Combustion Engines December 10, 2012 - 1:00pm Addthis Argonne engineer Steve Ciatti works on an engine in Argonne's Engine Research Facility -- a facility where researchers can study in-cylinder combustion and emissions under realistic operating conditions. | Photo courtesy of Argonne National Laboratory. Argonne engineer Steve Ciatti works on an engine in Argonne's Engine Research Facility -- a facility where researchers can study in-cylinder combustion and emissions under realistic operating conditions. | Photo courtesy of Argonne National Laboratory. Rebecca Matulka Rebecca Matulka Digital Communications Specialist, Office of Public Affairs

106

Highways of hope  

SciTech Connect

It is hoped that through public-private partnerships between Alpha Natural Resources and Pioneer Group and Virginia Department of Transportation, and between one of these coal companies and Buchanan County, Virginia, Industrial Development Authority a four-lane 'highway of hope' between Lovers Gap and Poplar Gap will be paved and a ridge top connector route will eventually be completed to Bull Gap where it will intersect with the Coalfields Expressway and US 460. The town of Grundy is also looking into strip mining coal from beneath the small mountaintop airport at Lovers Gap and turning it into a regional airport. The article discusses these plans. 4 photos.

NONE

2007-08-15T23:59:59.000Z

107

The 2014 Fuel Economy Guide Can Help You Choose Your Next Fuel...  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

of vehicle. Looking for the most fuel-efficient 2014 family sedan hybrid? The 2014 Toyota Prius tops the online guide at 50 combined cityhighway MPG. Need something larger,...

108

Off-Highway Gasoline Consuption Estimation Models Used in the Federal Highway Administration Attribution Process: 2008 Updates  

SciTech Connect

This report is designed to document the analysis process and estimation models currently used by the Federal Highway Administration (FHWA) to estimate the off-highway gasoline consumption and public sector fuel consumption. An overview of the entire FHWA attribution process is provided along with specifics related to the latest update (2008) on the Off-Highway Gasoline Use Model and the Public Use of Gasoline Model. The Off-Highway Gasoline Use Model is made up of five individual modules, one for each of the off-highway categories: agricultural, industrial and commercial, construction, aviation, and marine. This 2008 update of the off-highway models was the second major update (the first model update was conducted during 2002-2003) after they were originally developed in mid-1990. The agricultural model methodology, specifically, underwent a significant revision because of changes in data availability since 2003. Some revision to the model was necessary due to removal of certain data elements used in the original estimation method. The revised agricultural model also made use of some newly available information, published by the data source agency in recent years. The other model methodologies were not drastically changed, though many data elements were updated to improve the accuracy of these models. Note that components in the Public Use of Gasoline Model were not updated in 2008. A major challenge in updating estimation methods applied by the public-use model is that they would have to rely on significant new data collection efforts. In addition, due to resource limitation, several components of the models (both off-highway and public-us models) that utilized regression modeling approaches were not recalibrated under the 2008 study. An investigation of the Environmental Protection Agency's NONROAD2005 model was also carried out under the 2008 model update. Results generated from the NONROAD2005 model were analyzed, examined, and compared, to the extent that is possible on the overall totals, to the current FHWA estimates. Because NONROAD2005 model was designed for emission estimation purposes (i.e., not for measuring fuel consumption), it covers different equipment populations from those the FHWA models were based on. Thus, a direct comparison generally was not possible in most sectors. As a result, NONROAD2005 data were not used in the 2008 update of the FHWA off-highway models. The quality of fuel use estimates directly affect the data quality in many tables published in the Highway Statistics. Although updates have been made to the Off-Highway Gasoline Use Model and the Public Use Gasoline Model, some challenges remain due to aging model equations and discontinuation of data sources.

Hwang, Ho-Ling [ORNL; Davis, Stacy Cagle [ORNL

2009-12-01T23:59:59.000Z

109

08FFL-0020Influence of High Fuel Rail Pressure and Urea Selective Catalytic Reduction on PM Formation in an Off-Highway Heavy-Duty Diesel Engine  

Science Conference Proceedings (OSTI)

The influence of fuel rail pressure (FRP) and urea-selective catalytic reduction (SCR) on particulate matter (PM) formation is investigated in this paper along with notes regarding the NOx and other emissions. Increasing FRP was shown to reduce the overall soot and total PM mass for four operating conditions. These conditions included two high speed conditions (2400 rpm at 540 and 270 Nm of torque) and two moderated speed conditions (1400 rpm at 488 and 325 Nm). The concentrations of CO2 and NOx increased with fuel rail pressure and this is attributed to improved fuel-air mixing. Interestingly, the level of unburned hydrocarbons remained constant (or increased slightly) with increased FRP. PM concentration was measured using an AVL smoke meter and scanning mobility particle sizer (SMPS); and total PM was collected using standard gravimetric techniques. These results showed that the smoke number and particulate concentrations decrease with increasing FRP. However the decrease becomes more gradual as very high rail pressures. Additionally, the total PM decreased with increasing FRP; however, the soluble organic fraction (SOF) reaches a maximum after which it declines with higher rail pressure. The total PM was collected for the two 1400 rpm conditions downstream of the engine, diesel oxidation catalyst, and a urea-SCR catalyst. The results show that significant PM reduction occurs in the SCR catalyst even during high rates of urea dosage. Analysis of the PM indicates that residual SOF is burned up in the SCR catalyst.

Kass, Michael D [ORNL; Domingo, Norberto [ORNL; Storey, John Morse [ORNL; Lewis Sr, Samuel Arthur [ORNL

2008-01-01T23:59:59.000Z

110

OpenEI Community - Clean Energy Fuels  

Open Energy Info (EERE)

en.openei.orgcommunitytaxonomyterm2070 en GE, Clean Energy Fuels Partner to Expand Natural Gas Highway http:en.openei.orgcommunityblogge-clean-energy-fuels-partner-expa...

111

Alaska No 2 Diesel Adj Sales/Deliveries to On-Highway Consumers ...  

U.S. Energy Information Administration (EIA)

Alaska No 2 Diesel Adj Sales/Deliveries to On-Highway Consumers (Thousand Gallons) Decade Year-0 Year-1 Year-2 ... Adjusted Sales of Distillate Fuel Oil for On ...

112

Wisconsin Strategic Highway Safety Plan 2011 2013  

E-Print Network (OSTI)

Wisconsin Strategic Highway Safety Plan 2011 ­ 2013 Published by the Wisconsin Department preventable traffic death is one too many Wisconsin Strategic Highway Safety Plan 2011 ­ 2013 Wisconsin Strategic Highway Safety Plan for 2011-2013. This document provides background and details about highway

Sheridan, Jennifer

113

Fuel | OpenEI Community  

Open Energy Info (EERE)

Fuel Home Jessi3bl's picture Submitted by Jessi3bl(15) Member 16 December, 2012 - 19:18 GE, Clean Energy Fuels Partner to Expand Natural Gas Highway clean energy Clean Energy Fuels...

114

USING THE FUEL ECONOMY GUIDE  

NLE Websites -- All DOE Office Websites (Extended Search)

allows you to insert your local gasoline prices and typical driving conditions (% city & highway) to achieve the most accurate fuel cost information for your vehicle. Strengthen...

115

Alternative Fuels Data Center: Oregon Celebrates 200 Miles of Electric  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Oregon Celebrates 200 Oregon Celebrates 200 Miles of Electric Highways to someone by E-mail Share Alternative Fuels Data Center: Oregon Celebrates 200 Miles of Electric Highways on Facebook Tweet about Alternative Fuels Data Center: Oregon Celebrates 200 Miles of Electric Highways on Twitter Bookmark Alternative Fuels Data Center: Oregon Celebrates 200 Miles of Electric Highways on Google Bookmark Alternative Fuels Data Center: Oregon Celebrates 200 Miles of Electric Highways on Delicious Rank Alternative Fuels Data Center: Oregon Celebrates 200 Miles of Electric Highways on Digg Find More places to share Alternative Fuels Data Center: Oregon Celebrates 200 Miles of Electric Highways on AddThis.com... April 18, 2012 Oregon Celebrates 200 Miles of Electric Highways " These [electric charging] stations will help create a corridor that, by the

116

Model Year 1999 Fuel Economy Guide  

NLE Websites -- All DOE Office Websites (Extended Search)

FUEL FUEL ECONOMY GUIDE MODEL YEAR 1999 DOE/EE-0178 Fuel Economy Estimates October 1998 1 CONTENTS PAGE Purpose of the Guide ..................................................... 1 Interior Volume ................................................................ 1 How the Fuel Economy Estimates are Obtained ........... 1 Factors Affecting MPG .................................................... 2 Fuel Economy and Climate Change ............................... 2 Gas Guzzler Tax ............................................................. 2 Vehicle Classes Used in This Guide. .............................. 2 Annuel Fuel Costs .......................................................... 3 How to Use the Guide .................................................... 4 Where to Re-order Guides

117

Clean Cities Now, Vol. 12, No. 2 - May 2008; Official Publication of Clean Cities and the Alternative Fuels and Advanced Vehicles Data Center (Newsletter)  

NLE Websites -- All DOE Office Websites (Extended Search)

Law to Increase Fuel Economy to 35 mpg by 2020 Law to Increase Fuel Economy to 35 mpg by 2020 A new law signed by President George W. Bush in December authorizes the U.S. Department of Transporta- tion to set tougher fuel economy standards starting in model year (MY) 2011. Outlined in the Energy Inde- pendence and Security Act (EISA) of 2007, the new standard authorizes vehicles sold in the United States to achieve a combined corporate average fuel economy of at least 35 miles per gallon (mpg) by 2020. It applies

118

Consolidated periphery : commercial and highway interchange  

E-Print Network (OSTI)

Highway expansion legislation has been a significant catalyst for suburban development. Initially funded for military mobilization in the 1930s , later massively extended in the 1950s, today's highway system, together with ...

McGrath, Christine L. (Christine Lynn)

1997-01-01T23:59:59.000Z

119

Why has diesel fuel been more expensive than gasoline? - FAQ ...  

U.S. Energy Information Administration (EIA)

Why has diesel fuel been more expensive than gasoline? On-highway diesel fuel prices have been higher than regular gasoline prices almost continuously ...

120

Analytical performance of direct-hydrogen-fueled polymer electrolyte fuel cell (PEFC) systems for transportation applications.  

DOE Green Energy (OSTI)

The performance of a stand-alone polymer electrolyte fuel cell (PEFC) system directly fueled by hydrogen has been evaluated for transportation vehicles. The study was carried out using a systems analysis code and a vehicle analysis code. The systems code includes models for the various PEFC components and is applicable for steady-state and transient situations. At the design point the system efficiency is above 50% for a 50-kW system. The efficiency improves under partial load and approaches 60% at 40% load, as the fuel cell operating point moves to lower current densities on the V-I polarization curve. At much lower loads, the system efficiency drops because of the deterioration in the performance of the compressor, expander, and eventually the fuel cell. The system performance suffers at lower temperatures, as the V-I characteristic curve for the fuel cell shifts downward because of the increased ohmic losses. The results of the transient analysis indicate that the hydrogen-fueled PEFC system can start rather rapidly, within seconds from ambient conditions. However, the warm-up time constant to reach the design operating temperatures is about 180 s. It is important during this period for the coolant to bypass the system radiator until the coolant temperature approaches the design temperature for the fuel cell. The systems analysis code has been applied to two mid-size vehicles: the near-term Ford AIV Sable and the future P2000 vehicle. The results of this study show that the PEFC system in these vehicles can respond well to the demands of the FUDS and Highway driving cycles, with both warm and cold starting conditions. The results also show that the fuel-cell AIV Sable vehicle has impressive gains in fuel economy over that of the internal combustion engine vehicle. However, this vehicle will not be able to meet the PNGV goal of 80 mpg. On the other hand, the P2000 vehicle approaches this goal with variable efficiency of the compressor and expander. It is expected to exceed that goal by a big margin, if the efficiency of the compressor and expander can be maintained constant (at 0.8) over the power range of the fuel cell system.

Doss, E. D.

1998-06-02T23:59:59.000Z

Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


121

Clean Energy Fuels | OpenEI Community  

Open Energy Info (EERE)

by Jessi3bl(15) Member 16 December, 2012 - 20:18 GE, Clean Energy Fuels Partner to Expand Natural Gas Highway clean energy Clean Energy Fuels energy Environment Fuel GE Innovation...

122

Sources of Information in Highways: A Bibliography  

E-Print Network (OSTI)

Signal Control Systems Maintenance Management Practices.for highway maintenance and traffic management. PrimaryBridge Management: Inspection, Maintenance, Assessment and

2001-01-01T23:59:59.000Z

123

Fuel Economy.gov - Mobile | Open Energy Information  

Open Energy Info (EERE)

Economy.gov - Mobile Economy.gov - Mobile Jump to: navigation, search Tool Summary LAUNCH TOOL Name: Fuel Economy.gov - Mobile Agency/Company /Organization: United States Department of Energy Sector: Energy Focus Area: Transportation Phase: Evaluate Options, Prepare a Plan Resource Type: Online calculator User Interface: Mobile Device Website: fueleconomy.gov/ Web Application Link: fueleconomy.gov/m/ Cost: Free References: www.fueleconomy.gov[1] Logo: Fuel Economy.gov - Mobile Calculate gas mileage (MPG), annual fuel costs, annual petroleum use, and the carbon footprint information for your car or truck. Overview Calculate gas mileage (MPG), annual fuel costs, annual petroleum use, and the carbon footprint information for your car or truck. Highlights Find a Car MPG ratings for new and used cars.

124

Sipping fuel and saving lives: increasing fuel economy without sacrificing safety  

E-Print Network (OSTI)

delays plans to boost fuel economy of its SUVs. Wall St.without impacting fuel economy. Honda Motor Company, OctoberGreene, D.L. 2006. Fuel economy policy and highway safety.

Gordon, Deborah; Greene, David L.; Ross, Marc H.; Wenzel, Tom P.

2008-01-01T23:59:59.000Z

125

TAX AND FEE PAYMENTS BY MOTOR VEHICLE USERS FOR THE USE OF HIGHWAYS, FUELS, AND VEHICLES Report #17 in the series: The Annualized Social Cost of Motor-Vehicle Use in the United States, based on 1990-1991 Data  

E-Print Network (OSTI)

general sales taxes) on motor gasoline (EIA, State Energythe sales tax paid on motor-vehicles, gasoline and motor-Motor fuels: portions of federal gasoline and diesel-fuel tax

Delucchi, Mark

2005-01-01T23:59:59.000Z

126

MotorWeek: Fuel Economy Focus  

NLE Websites -- All DOE Office Websites (Extended Search)

Navigational links Navigational links Site Map | Videos | Links | More Info | Search | Contacts | HOME www.fueleconomy.gov Photograph of Cars Find and Compare Cars | Gas Mileage Tips | Gasoline Prices | Your MPG Will Vary | Why is Fuel Economy Important? | Your MPG | Hybrids, Diesels, Alt Fuels, Etc. | Tax Incentives | Extreme MPG U.S. Department of Energy | Print the Fuel Economy Guide | U.S. Environmental Protection Agency Gas Mileage Tips Driving more efficiently Keeping your car in shape Planning and combining trips Choosing a more efficient vehicle More Info MotorWeek: Text Version Video: MotorWeek test showing impact of driving style on MPG. Fuel Economy Focus John Davis The window sticker on a new car contains lots of information besides just the price. For instance, down at the bottom are the all important government fuel economy estimates. But just like the price on the sticker may have little in common with what you actually pay for the car, the mileage estimates may also be far different from real world results. So, why does gas mileage vary so much? Well, the answers are as varied as your mileage.

127

Application for State Highway Approach | Open Energy Information  

Open Energy Info (EERE)

for State Highway Approach Jump to: navigation, search GEOTHERMAL ENERGYGeothermal Home Reference Material: Application for State Highway Approach Details Activities (0) Areas (0)...

128

Application & Checklist for Highway Right of Way Lease | Open...  

Open Energy Info (EERE)

& Checklist for Highway Right of Way Lease Jump to: navigation, search GEOTHERMAL ENERGYGeothermal Home Reference Material: Application and Checklist for Highway Right of Way Lease...

129

Comparing Pathways Projected fuel consumption and  

E-Print Network (OSTI)

(all-electric 10-20 miles, 40-60 miles) · Fuel cells (hybrid with batteries) #12;Mid-size passenger car Vehicles by UC Davis, DOE, and MIT #12;Mid-size Passenger car Year Electric range mi Charge depleting mpg capability #12;Vehicle types and advanced technologies considered Vehicle types · Mid-size passenger cars

California at Davis, University of

130

TAX AND FEE PAYMENTS BY MOTOR VEHICLE USERS FOR THE USE OF HIGHWAYS, FUELS, AND VEHICLES Report #17 in the series: The Annualized Social Cost of Motor-Vehicle Use in the United States, based on 1990-1991 Data  

E-Print Network (OSTI)

Arizona Department of Motor Vehicles, Phoenix, Arizona,Enhancement Through Increased Motor-Fuel Tax Enforcement,Commercial and Industrialb Motor vehiclesc (AVMV USA,Yr )

Delucchi, Mark

2005-01-01T23:59:59.000Z

131

Alternative Fuels Data Center: Alternative Fuels Tax  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Fuels Tax Fuels Tax to someone by E-mail Share Alternative Fuels Data Center: Alternative Fuels Tax on Facebook Tweet about Alternative Fuels Data Center: Alternative Fuels Tax on Twitter Bookmark Alternative Fuels Data Center: Alternative Fuels Tax on Google Bookmark Alternative Fuels Data Center: Alternative Fuels Tax on Delicious Rank Alternative Fuels Data Center: Alternative Fuels Tax on Digg Find More places to share Alternative Fuels Data Center: Alternative Fuels Tax on AddThis.com... More in this section... Federal State Advanced Search All Laws & Incentives Sorted by Type Alternative Fuels Tax Alternative fuels used to propel vehicles of any kind on public highways are taxed at a rate determined on a gasoline gallon equivalent basis. The tax rates are posted in the Pennsylvania Bulletin. (Reference Title 75

132

Financing West Virginia's Highways: Challenges and Opportunities1  

E-Print Network (OSTI)

need for additional funding for West Virginia's highway infrastructure. The funding for West Virginia To better understand the logical basis for how federal and state governments fund public highway are insufficient for the funding of public highways. Table B5 from the Federal Highway Administration shows

Mohaghegh, Shahab

133

Hi h Fi 101Hi h Fi 101Highway Finance 101:Highway Finance 101: Where Does the Money Come From?Where Does the Money Come From?Where Does the Money Come From?Where Does the Money Come From?  

E-Print Network (OSTI)

Revenue Sources State Motor Fuels TaxesFuels Taxes Federal Motor Fuels Taxes State Highway Fund Vehicle State Taxes Gasoline 20 0 cents per gallon yy Gasoline 20.0 cents per gallon Diesel 20.0 cents per gallon Federal Taxes Gasoline 18.4 cents per gallonp g Diesel 22.4 cents per gallon Total Fuel Tax Paid

134

Design of highway embankments using tire chips  

Science Conference Proceedings (OSTI)

This paper describes research undertaken to develop design procedures for using shredded scrap tires as a lightweight fill material in highway construction. The benefits of using scrap tires are particularly enhanced if they can be used to replace virgin construction materials made from nonrenewable resources. This paper addresses the use of tire chips as a highway embankment material. Design parameters for embankments constructed using discarded shredded tires are presented based on laboratory model studies, numerical analyses, and field performance of test fills. The conclusions of this report support the use of tire chips as an environmentally acceptable lightweight fill in highway applications if properly confined. Recommendations for design procedures and construction specifications for the use of tire chips in highway fills are provided.

Bosscher, P.J.; Edil, T.B. [Univ. of Wisconsin, Madison, WI (United States). Dept. of Civil and Environmental Engineering; Kuraoka, S. [National Research Council Canada, Ottawa, Ontario (Canada). Inst. for Research in Construction

1997-04-01T23:59:59.000Z

135

Measurements of Enhanced Turbulent Mixing near Highways  

Science Conference Proceedings (OSTI)

In August and September of 2010, measurements of turbulent fluxes and turbulent kinetic energy were made on highways in the Toronto area (Ontario, Canada). In situ turbulence measurements were made with a mobile laboratory while driving on the ...

Mark Gordon; Ralf M. Staebler; John Liggio; Paul Makar; Shao-Meng Li; Jeremy Wentzell; Gang Lu; Patrick Lee; Jeffrey R. Brook

2012-09-01T23:59:59.000Z

136

Statistical description of heavy truck accidents on representative segments of interstate highway  

SciTech Connect

Any quantitative analysis of the risk of transportation accidents requires the use of many different statistical distributions. Included among these are the types of accidents which occur and the severity of these when they do occur. Several previous studies have derived this type of information for truck traffic over U. S. highways in general; these data are not necessarily applicable for the anticipated LMFBR spent fuel cask routes. This report presents data for highway segments representative of the specific LMFBR cask routes which are anticipated. These data are based upon a detailed record-by-record review of filed reports for accidents which occurred along the specified route segments.

Hartman, W.F.; Davidson, C.A.; Foley, J.T.

1977-01-01T23:59:59.000Z

137

Ultra-Low Sulfur Diesel Fuel  

Energy.gov (U.S. Department of Energy (DOE))

Ultra-low sulfur diesel (ULSD) is diesel fuel with 15 parts per million or lower sulfur content. The U.S. Environmental Protection Agency requires 80% of the highway diesel fuel refined in or...

138

Download Fuel Economy Data  

NLE Websites -- All DOE Office Websites (Extended Search)

Download Fuel Economy Data Download Fuel Economy Data Fuel economy data are the result of vehicle testing done at the Environmental Protection Agency's National Vehicle and Fuel Emissions Laboratory in Ann Arbor, Michigan, and by vehicle manufacturers with oversight by EPA. 2013 Ford C-MAX Hybrid Data Revised (August 15, 2013) 2011-2013 Hyundai and Kia data revised (November 2, 2012) Downloadable Fuel Economy Data Find and Compare Cars data - MPG data for all 1984-2014 vehicles (Updated: Friday December 20 2013) For Developers: Fueleconomy.gov Web Services CSV: /feg/epadata/vehicles.csv.zip (Documentation) XML: /feg/epadata/vehicles.xml.zip (Documentation) Fuel Economy Datafile* Fuel Economy Guide Adobe Acrobat Icon Green Vehicle Guide Datafile Green Vehicle Guide Adobe Acrobat Icon

139

Feebates, Footprints and Highway Safety  

Science Conference Proceedings (OSTI)

This paper presents an analysis of a market-based policy aimed at encouraging manufacturers to develop more fuel efficient vehicles without affecting the car buyer s choice of vehicle size. A vehicle s size is measured by its footprint , the product of track width and wheelbase. Traditional market-based policies to promote higher fuel economy, such as higher gasoline taxes or gas guzzler taxes, also induce motorists to purchase smaller vehicles. Whether or not such policies affect overall road safety remains controversial, however. Feebates, a continuous schedule of new vehicle taxes and rebates as a function of vehicle fuel consumption, can also be made a function of vehicle size, thus removing the incentive to buy a smaller vehicle. A feebate system based on a vehicle s footprint creates the same incentive to adopt technology to improve fuel economy as simple feebate systems while removing any incentive for manufacturers or consumers to downsize vehicles.

Greene, David L [ORNL

2009-01-01T23:59:59.000Z

140

MonthlyReportAll  

NLE Websites -- All DOE Office Websites (Extended Search)

Total number of trips 46 17088 152906 Distance traveled (mi) Gasoline fuel economy (mpg) Number of trips 61 9239 47037 Percent of trips city highway Percent of total distance...

Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


141

MonthlyReportAll  

NLE Websites -- All DOE Office Websites (Extended Search)

Total number of trips 50 8833 73569 Distance traveled (mi) Gasoline fuel economy (mpg) Number of trips 70 4028 16574 Percent of trips city highway Percent of total distance...

142

MonthlyReportAll  

NLE Websites -- All DOE Office Websites (Extended Search)

Total number of trips 52 6728 59423 Distance traveled (mi) Gasoline fuel economy (mpg) Number of trips 67 3472 16226 Percent of trips city highway Percent of total distance...

143

MonthlyReportAll  

NLE Websites -- All DOE Office Websites (Extended Search)

9 4876 47783 Distance traveled (mi) Gasoline fuel economy (mpg) Number of trips 59 2317 11750 Percent of trips city highway Percent of total distance traveled 24.59% 81.00%...

144

MonthlyReportAll  

NLE Websites -- All DOE Office Websites (Extended Search)

Total number of trips 47 5791 60007 Distance traveled (mi) Gasoline fuel economy (mpg) Number of trips 55 2858 14977 Percent of trips city highway Percent of total distance...

145

MonthlyReportAll  

NLE Websites -- All DOE Office Websites (Extended Search)

3 Total number of trips 51 15726 143695 Distance traveled (mi) Gasoline fuel economy (mpg) Number of trips 66 8674 38188 Percent of trips city highway Percent of total distance...

146

MonthlyReportAll  

NLE Websites -- All DOE Office Websites (Extended Search)

Total number of trips 52 6894 62248 Distance traveled (mi) Gasoline fuel economy (mpg) Number of trips 68 3685 15315 Percent of trips city highway Percent of total distance...

147

MonthlyReportAll  

NLE Websites -- All DOE Office Websites (Extended Search)

Original Pack) 7 Total number of trips 38 2737 20475 Distance traveled (mi) Gasoline fuel economy (mpg) Number of trips 40 2104 12131 Percent of trips city highway Percent of...

148

MonthlyReportAll  

NLE Websites -- All DOE Office Websites (Extended Search)

7 3902 45779 Distance traveled (mi) Gasoline fuel economy (mpg) Number of trips 57 1758 8306 Percent of trips city highway Percent of total distance traveled 18.15% 85.00% 15.00%...

149

Monthly Summary Results for the Chrysler RAM PHEV Fleet  

NLE Websites -- All DOE Office Websites (Extended Search)

istance (mi) 6 40 Trips in Charge Depleting (CD) mode City Highway Gasoline fuel economy (mpg) 21 25 DC electrical energy consumption (DC Whmi) 227 168 Percent of miles with...

150

MonthlyReport  

NLE Websites -- All DOE Office Websites (Extended Search)

21,757 Trips in Charge Depleting (CD) mode Gasoline fuel economy (mpg) 59 DC electrical energy consumption (DC Whmi) 162 Number of trips 694 Percent of trips city | highway 83%...

151

MonthlyReport  

NLE Websites -- All DOE Office Websites (Extended Search)

19,451 Trips in Charge Depleting (CD) mode Gasoline fuel economy (mpg) 47 DC electrical energy consumption (DC Whmi) 161 Number of trips 977 Percent of trips city | highway 83%...

152

MonthlyReport  

NLE Websites -- All DOE Office Websites (Extended Search)

20,687 Trips in Charge Depleting (CD) mode Gasoline fuel economy (mpg) 51 DC electrical energy consumption (DC Whmi) 154 Number of trips 1,123 Percent of trips city | highway...

153

MonthlyReport  

NLE Websites -- All DOE Office Websites (Extended Search)

11,455 Trips in Charge Depleting (CD) mode Gasoline fuel economy (mpg) 52 DC electrical energy consumption (DC Whmi) 161 Number of trips 840 Percent of trips city | highway 88%...

154

MonthlyReport  

NLE Websites -- All DOE Office Websites (Extended Search)

14,676 Trips in Charge Depleting (CD) mode Gasoline fuel economy (mpg) 46 DC electrical energy consumption (DC Whmi) 148 Number of trips 844 Percent of trips city | highway 79%...

155

MonthlyReport  

NLE Websites -- All DOE Office Websites (Extended Search)

Trips in Charge Depleting (CD) mode Gasoline fuel economy (mpg) 53 DC electrical energy consumption (DC Whmi) 170 Number of trips 9,544 Percent of trips city | highway...

156

MonthlyReport  

NLE Websites -- All DOE Office Websites (Extended Search)

Trips in Charge Depleting (CD) mode Gasoline fuel economy (mpg) 52 DC electrical energy consumption (DC Whmi) 162 Number of trips 29,030 Percent of trips city | highway...

157

MonthlyReport  

NLE Websites -- All DOE Office Websites (Extended Search)

Trips in Charge Depleting (CD) mode Gasoline fuel economy (mpg) 53 DC electrical energy consumption (DC Whmi) 160 Number of trips 9,012 Percent of trips city | highway...

158

MonthlyReportAll  

NLE Websites -- All DOE Office Websites (Extended Search)

500 79963 Distance traveled (mi) Gasoline fuel economy (mpg) Number of trips 70 3596 17063 Percent of trips city highway Percent of total distance traveled 21.3% 86.4% 13.6% ...

159

MonthlyReportAll  

NLE Websites -- All DOE Office Websites (Extended Search)

731 77160 Distance traveled (mi) Gasoline fuel economy (mpg) Number of trips 69 3809 16711 Percent of trips city highway Percent of total distance traveled 21.7% 86.8% 13.2% ...

160

Print the Fuel Economy Guide  

NLE Websites -- All DOE Office Websites (Extended Search)

Print the Fuel Economy Guide Print the Fuel Economy Guide 2014 Fuel Economy Guide 2014 Fuel Economy Guide Adobe Acrobat Icon MPG data updated December 19, 2013 The annual fuel cost estimates in the 2008-2014 electronic fuel economy guides are updated weekly to match EIA's current national average prices for gasoline and diesel fuel. Order a printed copy: Order Note that the published guides may not be as up-to-date at the downloadable version. View vehicles from 1984 to the present: Go to Find-a-Car Unlike the annual guides which cover only one model year, Find-a-Car provides the most up-to-date fuel economy information for vehicles from model year 1984 to the present, along with environmental and safety data. Find a Car Developer Tools 2013 Fuel Economy Guide 2013 Fuel Economy Guide Adobe Acrobat Icon

Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


161

Uses of recycled rubber tires in highways: A synthesis of highway practice. Final report  

SciTech Connect

The synthesis on the use of recycled rubber tires in highways will be of interest to administrators and policymakers; pavement, materials, geotechnical, environmental, and traffic operations engineers; and research engineers involved with highway design and construction issues. Information is provided on the uses of rubber tires in asphalt paving materials as well as other uses, such as on fills and embankments, for erosion control and on railroad grade crossings. Specifically, information is included which identifies the highway agencies using or implementing applications for recycled rubber tires and defines the design parameters, technical and construction limitations, performance, costs, benefits, environmental limitations, specifications, and availability. This synthesis of information defines the use of recycled rubber tires in highways and is based on a review of nearly 500 references and on information recorded from state highway agency responses to a 1991 survey of practice.

Epps, J.A.; Mason, L.S.

1994-01-01T23:59:59.000Z

162

Demonstration of the fuel economy potential associated with M85-fueled vehicles  

DOE Green Energy (OSTI)

A gasoline-fueled 1988 Chevrolet Corsica was converted to operate on M85 to demonstrate that the characteristics of methanol fuels can be exploited to emphasize vehicle fuel economy rather than vehicle performance. The results of the tests performed indicated fuel economy improvements of up to 21% at steady highway speeds, and almost 20% on the US Environmental Protection Agency`s federal test procedure city and highway cycles.

Hodgson, J.W.; Huff, S.P. [Tennessee Univ., Knoxville, TN (United States)

1993-12-01T23:59:59.000Z

163

The Federal Highway Administration Gasohol Consumption Estimation Model  

SciTech Connect

The Federal Highway Administration (FHWA) is responsible for estimating the portion of Federal highway funds attributable to each State. The process involves use of State-reported data (gallons) and a set of estimation models when accurate State data is unavailable. To ensure that the distribution of funds is equitable, FHWA periodically reviews the estimation models. Estimation of the use of gasohol is difficult because of State differences in the definition of gasohol, inability of many States to separate and report gasohol usage from other fuel types, changes in fuel composition in nonattainment areas to address concerns over the use of certain fuel additives, and the lack of a valid State-level surrogate data set for gasohol use. Under the sponsorship of FHWA, Oak Ridge National Laboratory (ORNL) reviewed the regression-based gasohol estimation model that has been in use for several years. Based on an analytical assessment of that model and an extensive review of potential data sets, ORNL developed an improved rule-based model. The new model uses data from Internal Revenue Service, Energy Information Administration, Environmental Protection Agency, Department of Energy, ORNL, and FHWA sources. The model basically consists of three parts: (1) development of a controlled total of national gasohol usage, (2) determination of reliable State gasohol consumption data, and (3) estimation of gasohol usage for all other States. The new model will be employed for the 2004 attribution process. FHWA is currently soliciting comments and inputs from interested parties. Relevant data, as identified, will be pursued and refinements will be made by the research team if warranted.

Hwang, HL

2003-08-28T23:59:59.000Z

164

A 100-Gigbit Highway for Science  

NLE Websites -- All DOE Office Websites (Extended Search)

A 100-Gigabit Highway for A 100-Gigabit Highway for Science News & Publications ESnet in the News ESnet News Media & Press Publications and Presentations Galleries ESnet Awards and Honors Contact Us Technical Assistance: 1 800-33-ESnet (Inside the US) 1 800-333-7638 (Inside the US) 1 510-486-7600 (Globally) 1 510-486-7607 (Globally) Report Network Problems: trouble@es.net Provide Web Site Feedback: info@es.net A 100-Gigabit Highway for Science Researchers Take a "Test Drive" on ANI Testbed April 30, 2012 | Tags: Advanced Network Initiative (ANI) Linda Vu, lvu@lbl.gov, +1 510 495 2402 A warming climate will likely change the statistics of tropical cyclones and hurricanes. This image represents one frame from a simulation called "Hurricane Season" that was created to study how well NCAR's Community

165

An investigation into the use of highway traffic signals at highway-railroad grade crossings  

E-Print Network (OSTI)

Rail-highway grade crossings are amongst the most dangerous of intersections a driver will encounter. One out of every nine accidents at rail-highway crossings produces a fatality. In half of these cases, the crossing is an active crossing, meaning that active devices such as flashing lights with or without automatic gates signal the approach of a train. Annually, approximately 250 people die in crashes with trains at active crossings. Another form of active protection is the use of highway traffic signals. Highway traffic signals have been used as a form of active rail-highway crossing control in several states. The Manual of Uniform Traffic Control Devices currently prohibits the use of highway traffic signals on mainline track crossings even though these devices are a well understood and common traffic control device at highway-highway intersections, particularly in urban environments where the majority of active crossings are to be found. The objective of this research was to determine the factors that contribute to fatal vehicle train crashes at rail-highway crossings equipped with either flashing light signals, flashing light signals with automatic gates, or highway traffic signals. Secondly, it attempted to determine whether the use of highway traffic signals at railhighway crossings offer any safety benefits over the use of conventional active traffic control devices. Fatal accident records obtained from the Fatal Accident Reporting System (FARS) were used in this analysis. The driver related factors coded by the police officers in FARS, at fatal active grade crossing locations, were predominantly driver error factors. Three contributing factors that were common to all active crossing fatalities were the involvement of young drivers (less than 30 years old), drunk drivers and the lack signals appeared to offer safety benefits over the other standard active devices with regards to the above three contributing factors, the apparent benefit may be due to the fact that highway traffic signals experience lower night time train volumes. The accuracy of the FARS database description of the traffic control device was also of concern, after a cross check with the DOT/AAR database was performed.

Frieslaar, Andre Henry

1997-01-01T23:59:59.000Z

166

Addressing Inappropriate Driver Behavior at Rail-Highway Crossings  

E-Print Network (OSTI)

Ragland. Driver Behavior at Rail Crossings. Draft Report, 5.T.G. Driver Behavior at Rail- Highway Grade Crossings: Aof Locomotive Horns at Highway-Rail Grade Crossings: Final

Cooper, Douglas L.; Ragland, David R

2008-01-01T23:59:59.000Z

167

Addressing Inappropriate Driver Behavior at Rail-Highway Crossings  

E-Print Network (OSTI)

Rail Grade Crossings in the United States. July 2000July 2001, Transportation ResearchRail- Highway Grade Crossings: A Signal Detection Theory Analysis. In: Safety of Highway-Railroad Grade Crossings, Research

Cooper, Douglas L.; Ragland, David R

2008-01-01T23:59:59.000Z

168

RELWAY: a process data highway system optimized for accelerators  

SciTech Connect

The command/control scheme for the Isabelle accelerator, specifically the process data highway are discussed. (GHT)J

Frankel, R.; Buxton, W,; Kohler, K.; Warkentien, R.; White, A.

1981-01-01T23:59:59.000Z

169

Use of Coal Ash in Highway Construction: Michigan Demonstration Project  

Science Conference Proceedings (OSTI)

This report documents the construction and performance testing of a 3000-ft length of fly ash base under a highway shoulder. Following three years of service, the road shoulder shows no signs of premature deterioration. This report should aid utilities seeking to increase ash-use rates in highway-related projects, as well as state highway design engineers responsible for preparing construction specifications.

1991-03-05T23:59:59.000Z

170

Geothermal applications for highway rest areas  

SciTech Connect

A feasibility study, made for the South Dakota Department of Transportation, regarding geothermal applications for highway rest areas is described. This preliminary information indicated that the retrofit of the heating systems in the rest area structures was feasible. Specific design assumptions, equipment selections, costs, and other data are reported. This information is conceptual in nature.

Strawn, J.A.; Engen, I.A.

1982-02-01T23:59:59.000Z

171

Adjusted Distillate Fuel Oil Sales for Residential Use  

U.S. Energy Information Administration (EIA) Indexed Site

End Use/ Product: Residential - Distillate Fuel Oil Residential - No. 1 Residential - No. 2 Residential - Kerosene Commercial - Distillate Fuel Oil Commercial - No. 1 Distillate Commercial - No. 2 Distillate Commercial - No. 2 Fuel Oil Commercial - Ultra Low Sulfur Diesel Commercial - Low Sulfur Diesel Commercial - High Sulfur Diesel Commercial - No. 4 Fuel Oil Commercial - Residual Fuel Oil Commercial - Kerosene Industrial - Distillate Fuel Oil Industrial - No. 1 Distillate Industrial - No. 2 Distillate Industrial - No. 2 Fuel Oil Industrial - Low Sulfur Diesel Industrial - High Sulfur Diesel Industrial - No. 4 Fuel Oil Industrial - Residual Fuel Oil Industrial - Kerosene Farm - Distillate Fuel Oil Farm - Diesel Farm - Other Distillate Farm - Kerosene Electric Power - Distillate Fuel Oil Electric Power - Residual Fuel Oil Oil Company Use - Distillate Fuel Oil Oil Company Use - Residual Fuel Oil Total Transportation - Distillate Fuel Oil Total Transportation - Residual Fuel Oil Railroad Use - Distillate Fuel Oil Vessel Bunkering - Distillate Fuel Oil Vessel Bunkering - Residual Fuel Oil On-Highway - No. 2 Diesel Military - Distillate Fuel Oil Military - Diesel Military - Other Distillate Military - Residual Fuel Oil Off-Highway - Distillate Fuel Oil Off-Highway - Distillate F.O., Construction Off-Highway - Distillate F.O., Non-Construction All Other - Distillate Fuel Oil All Other - Residual Fuel Oil All Other - Kerosene Period:

172

Fuel Economy of Hybrids, Diesels, and Alternative Fuel Vehicles  

NLE Websites -- All DOE Office Websites (Extended Search)

You are here: Find a Car - Home > Hybrids, Diesels, and Alternative Fuel You are here: Find a Car - Home > Hybrids, Diesels, and Alternative Fuel Vehicles Hybrids, Diesels, and Alternative Fuel Vehicles Search by Vehicle Type 2014 2013 2012 2011 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 Select Vehicle Type Diesel Electric Ethanol-Gasoline Hybrid Plug-in Hybrid Natural Gas Bifuel Natural Gas Bifuel Propane Go More Search Options Browse New Cars Hybrid Vehicles Plug-in Hybrid Vehicles Battery Electric Vehicles Diesel Vehicles Flex-Fuel Vehicles CNG Vehicles Related Information How Hybrid Vehicles Work How Fuel Cell Vehicles Work MotorWeek Videos Compare Hybrids Compare Diesels Extreme MPG Tax Incentive Information Center Alternative Fuel Station Locator Alternative Fuel and Advanced Vehicle Data Center | Share I want to... Compare Side-by-Side

173

Vehicle Technologies Office: Fact #319: May 10, 2004 Highway Vehicle  

NLE Websites -- All DOE Office Websites (Extended Search)

9: May 10, 2004 9: May 10, 2004 Highway Vehicle Emissions: 1970-2001 Comparison to someone by E-mail Share Vehicle Technologies Office: Fact #319: May 10, 2004 Highway Vehicle Emissions: 1970-2001 Comparison on Facebook Tweet about Vehicle Technologies Office: Fact #319: May 10, 2004 Highway Vehicle Emissions: 1970-2001 Comparison on Twitter Bookmark Vehicle Technologies Office: Fact #319: May 10, 2004 Highway Vehicle Emissions: 1970-2001 Comparison on Google Bookmark Vehicle Technologies Office: Fact #319: May 10, 2004 Highway Vehicle Emissions: 1970-2001 Comparison on Delicious Rank Vehicle Technologies Office: Fact #319: May 10, 2004 Highway Vehicle Emissions: 1970-2001 Comparison on Digg Find More places to share Vehicle Technologies Office: Fact #319: May 10, 2004 Highway Vehicle Emissions: 1970-2001 Comparison on

174

The economic impacts of highway widening projects  

E-Print Network (OSTI)

Highway widening is one alternative for increasing capacity on a particular section of roadway. Capacity is the maximum hourly rate at which vehicles can reasonably be expected to traverse a uniform section of a roadway during a given time under prevailing roadway, traffic, and control conditions. Added capacity has economic, environmental, and social impact tradeoffs that must be considered. Economic tradeoffs of land value impacts were considered for this research study. Land scarcity, as related to value, was analyzed with respect to highway widening improvements on abutting land use. Previous literature included several modelling techniques used for measuring economic impacts of highway improvements. The before-and-after study approach was selected for analyzing land values, rather than parallel-area or control-area study approaches. This study involved a before-and-after economic analysis, where the before period d represented economic make-up of land parcels without Improvements, while the after period represented market value on land parcels once construction was completed. A design matrix was developed from data available for two highway types, multilane highway and freeway, on pre-selected sites. Location selection was based on prior knowledge and availability of land value data. Study variables included four design characteristics and four property types. These variables were used to determine whether increases in land value occurred on adjacent properties as a result of widening. A paired data statistical analysis was performed for both facility types. Results of the statistical analysis indicated that property values generally decreased for both facilities. Impacts on abutting property for each location reflected minimal changes in value. Therefore, the results do not suggest an increase in property values because of highway widening. The most important recommendation from this research study includes a combination of two factors.- 1) further research needed to look at areas outside of the construction zone and 2) consideration for lengthening the after study period. The parallel-area or control-area study approach is recommended for further study of economic impacts on land values. In addition, more data for the after construction period, preferably five to ten years, could be applied to better estimate effects.

Jackson, Patricia Ann

1997-01-01T23:59:59.000Z

175

The Full Cost of Intercity Highway Transportation  

E-Print Network (OSTI)

Introduction There has been a great deal of recent interest in identifying and measuring the full costs of transportation, particularly highways (see for instance: Keeler et al. 1974, Fuller et al. 1983, Quinet 1990, Mackenzie et al. 1992, INRETS 1993, Miller and Moffet 1993, IWW/INFRAS 1995, IBI 1995, Levinson et al. 1996, Delucchi 1996). This debate questions whether various modes of transportation are implicitly subsidized and to what extent this biases investment and usage decisions. While environmental impacts are used to stop new infrastructure, the full costs to society of transportation are not generally calculated for financing projects or charging for their use. In this paper we review the theoretical and empirical literature on the cost structure of the provision of intercity highway transportation and specify and estimate our own cost functions . In defining this framework we distinguish between internal (private) and external (social) costs, long and short run cos

David Gillen; David Levinson; David M. Levinson

1998-01-01T23:59:59.000Z

176

Highway and interline transportation routing models  

Science Conference Proceedings (OSTI)

The potential impacts associated with the transportation of hazardous materials are important issues to shippers, carriers, and the general public. Since transportation routes are a central characteristic in most of these issues, the prediction of likely routes is the first step toward the resolution of these issues. In addition, US Department of Transportation requirements (HM-164) mandate specific routes for shipments of highway controlled quantities of radioactive materials. In response to these needs, two routing models have been developed at Oak Ridge National Laboratory under the sponsorship of the U.S. Department of Energy (DOE). These models have been designated by DOE`s Office of Environmental Restoration and Waste Management, Transportation Management Division (DOE/EM) as the official DOE routing models. Both models, HIGHWAY and INTERLINE, are described.

Joy, D.S.; Johnson, P.E.

1994-06-01T23:59:59.000Z

177

Fuels  

NLE Websites -- All DOE Office Websites (Extended Search)

Goals > Fuels Goals > Fuels XMAT for nuclear fuels XMAT is ideally suited to explore all of the radiation processes experienced by nuclear fuels.The high energy, heavy ion accleration capability (e.g., 250 MeV U) can produce bulk damage deep in the sample, achieving neutron type depths (~10 microns), beyond the range of surface sputtering effects. The APS X-rays are well matched to the ion beams, and are able to probe individual grains at similar penetrations depths. Damage rates to 25 displacements per atom per hour (DPA/hr), and doses >2500 DPA can be achieved. MORE» Fuels in LWRs are subjected to ~1 DPA per day High burn-up fuel can experience >2000 DPA. Traditional reactor tests by neutron irradiation require 3 years in a reactor and 1 year cool down. Conventional accelerators (>1 MeV/ion) are limited to <200-400 DPAs, and

178

Fuel Economy of the 2013 Bugatti Veyron  

NLE Websites -- All DOE Office Websites (Extended Search)

of This Page 16 cyl, 8.0 L Automatic (AM-S7) Premium Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Premium Gasoline 10 Combined 8 City 15 Highway...

179

Fuel Economy of the 2013 Bentley Mulsanne  

NLE Websites -- All DOE Office Websites (Extended Search)

of This Page 8 cyl, 6.8 L Automatic (S8) Premium Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Premium Gasoline 13 Combined 11 City 18 Highway...

180

Fuel Economy of the 2013 Maserati Quattroporte  

NLE Websites -- All DOE Office Websites (Extended Search)

of This Page 8 cyl, 4.7 L Automatic 6-spd Premium Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Premium Gasoline 14 Combined 12 City 18 Highway...

Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


181

Fuel Economy of the 2013 Toyota Prius  

NLE Websites -- All DOE Office Websites (Extended Search)

1.8 L Automatic (variable gear ratios) Regular Gasoline Compare Side-by-Side Hybrid EPA Fuel Economy Miles per Gallon Personalize Regular Gasoline 50 Combined 51 City 48 Highway...

182

Fuel Economy of the 2013 Ferrari California  

NLE Websites -- All DOE Office Websites (Extended Search)

Version of This Page 8 cyl, 4.3 L Auto(AM7) Premium Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Premium Gasoline 15 Combined 13 City 19 Highway...

183

Fuel Economy of the 2013 Nissan Leaf  

NLE Websites -- All DOE Office Websites (Extended Search)

the Mobile Version of This Page Automatic (A1) Electricity Compare Side-by-Side EV EPA Fuel Economy Miles per Gallon Personalize Electricity* 115 Combined 129 City 102 Highway...

184

Fuel Economy of the 2013 Chevrolet Spark  

NLE Websites -- All DOE Office Websites (Extended Search)

Version of This Page 4 cyl, 1.2 L Manual 5-spd Regular Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Regular Gasoline 34 Combined 32 City 38 Highway...

185

Fuel Economy of the 2013 Chevrolet Camaro  

NLE Websites -- All DOE Office Websites (Extended Search)

of This Page 8 cyl, 6.2 L Automatic (S6) Premium Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Premium Gasoline 14 Combined 12 City 18 Highway...

186

OFF-HIGHWAY GASOLINE CONSUMPTION ESTIMATION MODELS USED IN THE FEDERAL HIGHWAY ADMINISTRATION ATTRIBUTION AND PROCESS  

NLE Websites -- All DOE Office Websites (Extended Search)

222 222 Center for Transportation Analysis Energy and Transportation Science Division OFF-HIGHWAY GASOLINE CONSUMPTION ESTIMATION MODELS USED IN THE FEDERAL HIGHWAY ADMINISTRATION ATTRIBUTION AND PROCESS 2008 Updates Ho-Ling Hwang, Ph.D. Stacy Davis Date Published: December 2009 Prepared by OAK RIDGE NATIONAL LABORATORY Oak Ridge, Tennessee 37831-6283 managed by UT-BATTELLE, LLC for the U.S. DEPARTMENT OF ENERGY under contract DE-AC05-00OR22725 iii TABLE OF CONTENTS LIST OF FIGURES AND TABLES....................................................................................v LIST OF ACRONYMS .................................................................................................... vii ABSTRACT ....................................................................................................................... ix

187

Flexible Fuel Vehicles: Providing a Renewable Fuel Choice (Fact Sheet)  

Science Conference Proceedings (OSTI)

Flexible Fuel vehicles are able to operate using more than one type of fuel. FFVs can be fueled with unleaded gasoline, E85, or any combination of the two. Today more than 7 million vehicles on U.S. highways are flexible fuel vehicles. The fact sheet discusses how E85 affects vehicle performance, the costs and benefits of using E85, and how to find E85 station locations.

Not Available

2010-03-01T23:59:59.000Z

188

How Does Your Fuel Economy Compare to the Test Ratings on Fueleconomy.gov?  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

How Does Your Fuel Economy Compare to the Test Ratings on How Does Your Fuel Economy Compare to the Test Ratings on Fueleconomy.gov? How Does Your Fuel Economy Compare to the Test Ratings on Fueleconomy.gov? November 12, 2009 - 8:36am Addthis On Monday, you read about the resources on Fueleconomy.gov and how they can help you compare the fuel economy of vehicles. Fueleconomy.gov also offers a tool called Your MPG, where you can track your own fuel economy and compare it to that of other users and to the test ratings. Many factors affect your mileage, and you may see different numbers than those list on Fueleconomy.gov. Whether you are using Your MPG or just keeping track on your own: How does your fuel economy compare to the test ratings on Fueleconomy.gov? Each Thursday, you have the chance to share your thoughts on a question

189

Guidelines for Leasing State Highway Right of Way Tracts | Open...  

Open Energy Info (EERE)

Search Page Edit with form History Facebook icon Twitter icon Guidelines for Leasing State Highway Right of Way Tracts Jump to: navigation, search GEOTHERMAL ENERGYGeothermal...

190

Leaching of Trace Elements From Highway Materials Stabilized ...  

Leaching of Trace Elements From Highway Materials Stabilized with Coal Fly Ash Craig H. Benson, PhD, PE Professor, Geo Engineering Program Dept. of ...

191

Waiver of Preferential Right to Lease Highway Right of Way |...  

Open Energy Info (EERE)

Waiver of Preferential Right to Lease Highway Right of Way Jump to: navigation, search GEOTHERMAL ENERGYGeothermal Home Reference Material: Waiver of Preferential Right to Lease...

192

Fuel Economy of the Light-Duty Vehicle Fleet (released in AEO2005)  

Reports and Publications (EIA)

The U.S. fleet of light-duty vehicles consists of cars and light trucks, including minivans, sport utility vehicles (SUVs) and trucks with gross vehicle weight less than 8,500 pounds. The fuel economy of light-duty vehicles is regulated by the CAFE standards set by NHTSA. Currently, the CAFE standard is 27.5 miles per gallon (mpg) for cars and 20.7 mpg for light trucks. The most recent increase in the CAFE standard for cars was in 1990, and the most recent increase in the CAFE standard for light trucks was in 1996.

Information Center

2005-02-01T23:59:59.000Z

193

What is FuelEconomy.gov  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

FuelEconomy.gov? FuelEconomy.gov? FuelEconomy.gov is an Internet resource that helps consumers make informed fuel economy choices when purchasing a vehicle and achieve the best fuel economy possible from the cars they own. FuelEconomy.gov is maintained by the U.S. Department of Energy's (DOE's) Office of Energy Efficiency and Renewable Energy with data provided by the U.S. Environmental Protection Agency (EPA). The site helps fulfill DOE and EPA's responsibility under the Energy Policy Act of 1992 to provide accurate miles per gallon (MPG) information to consumers. What has FuelEconomy.gov accomplished? In 2011 alone, FuelEconomy.gov is estimated to have helped to

194

Distillate Fuel Oil Sales for Off-Highway Use  

U.S. Energy Information Administration (EIA)

Central Atlantic (PADD 1B) 226,685: 252,027: 186,785: 187,163: 213,795: 208,407: 1984-2012: Delaware: 3,149: 3,210: ... Washington: 81,488: 83,550: ...

195

Distillate Fuel Oil Sales for Off-Highway Use  

Annual Energy Outlook 2012 (EIA)

1A) 92,754 113,790 81,453 102,263 102,751 75,212 1984-2012 Connecticut 21,159 19,948 14,456 16,124 16,435 10,683 1984-2012 Maine 12,193 15,262 14,483 15,495 16,622 18,373...

196

EIA-888 ON-HIGHWAY DIESEL FUEL PRICE SURVEY INSTRUCTIONS  

U.S. Energy Information Administration (EIA)

U. S. DEPARTMENT OF ENERGY. ENERGY INFORMATION ADMINISTRATION . Washington, D. C. 20585. ... violations which may result in a temporary restraining order or a

197

Rail Crossings: A Strategy to Select Countermeasure Improvements for Rail-Highway Crossings in California  

E-Print Network (OSTI)

Photo Enforcement at HighwayRail Grade Crossings in theH. Lambert. Audit of the Highway-Rail Grade Crossing SafetyE. H. Summary of the DOT Rail-Highway Crossing Resource

Cooper, Douglas L.; MacLeod, Kara E.; Ragland, David R.

2007-01-01T23:59:59.000Z

198

Fuel  

E-Print Network (OSTI)

heavy-water-moderated, light-water-moderated and liquid-metal cooled fast breeder reactors fueled with natural or low-enriched uranium and containing thorium mixed with the uranium or in separate target channels. U-232 decays with a 69-year half-life through 1.9-year half-life Th-228 to Tl-208, which emits a 2.6 MeV gamma ray upon decay. We find that pressurized light-water-reactors fueled with LEU-thorium fuel at high burnup (70 MWd/kg) produce U-233 with U-232 contamination levels of about 0.4 percent. At this contamination level, a 5 kg sphere of U-233 would produce a gammaray dose rate of 13 and 38 rem/hr at 1 meter one and ten years after chemical purification respectively. The associated plutonium contains 7.5 percent of the undesirable heat-generating 88-year half-life isotope Pu-238. However, just as it is possible to produce weapon-grade plutonium in low-burnup fuel, it is also practical to use heavy-water reactors to produce U-233 containing only a few ppm of U-232 if the thorium is segregated in target channels and discharged a few times more frequently than the natural-uranium driver fuel. The dose rate from a 5-kg solid sphere of U-233 containing 5 ppm U-232 could be reduced by a further factor of 30, to about 2 mrem/hr, with a close-fitting lead sphere weighing about 100 kg. Thus the proliferation resistance of thorium fuel cycles depends very much upon how they are implemented. The original version of this manuscript was received by Science & Global Security on

Jungmin Kang A

2001-01-01T23:59:59.000Z

199

Use of Coal Ash in Highway Construction: Michigan Demonstration Project  

Science Conference Proceedings (OSTI)

A 3000-ft-length fly ash base under a highway shoulder will help demonstrate the impact of reused ash on structural integrity and groundwater. This report provides valuable design details for utilities seeking to increase ash reuse and for state highway design engineers responsible for preparing construction specifications.

1989-01-10T23:59:59.000Z

200

Charge Depleting:  

NLE Websites -- All DOE Office Websites (Extended Search)

(mpg) Fuel Economy (mpg) Fuel Economy AC Energy Consumed AC Energy Consumed AC Energy (kWh) 7 Distance (miles) Fuel Economy (mpg) Fuel Economy (mpg) Fuel Economy AC Energy...

Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


201

Assessment of the energy impacts of improving highway-infrastructure materials  

SciTech Connect

Argonne National Laboratory has conducted a study to ascertain the relative importance of improved highway materials compared to vehicle energy consumption on US energy consumption. Energy savings through an improved highway infrastructure can occur in at least three ways. First, replacing aged and failing materials with improved and advanced materials can produce energy ``use`` savings. Second, advances in materials science can yield energy efficiency gains in the production of infrastructure materials. Third, using new or improved transportation-infrastructure materials that have longer service life reduces the energy expended in producing replacement materials and installing or repairing facilities. The Argonne study finds that energy savings from highway materials improvements are on the order of 0.1 {times} 10{sup 12} to 2.1 {times} 10{sup 12} Btu. This savings is relatively small compared with energy savings from improvements in vehicle fuel economy. Several infrastructure improvement scenarios were examined, with results that were highly dependent on the assumptions. Reducing traffic congestion, particularly in high-traffic-volume locations, produces major energy savings compared with the other scenarios.

Stammer, R.E. Jr. [Vanderbilt Univ., Nashville, TN (United States). School of Engineering; Stodolsky, F. [Argonne National Lab., IL (United States)

1995-04-01T23:59:59.000Z

202

Applying Safety Treatments To Rail-Highway At-Grade Crossings  

E-Print Network (OSTI)

Safety Treatments To Rail-Highway At-Grade Crossings Douglas12! SECTION 2: AT-GRADE RAIL CROSSING SAFETYTreatments at Rail-Highway Level Crossings.. 51!

Cooper, Douglas L; Ragland, David R

2012-01-01T23:59:59.000Z

203

Gasoline and Diesel Fuel Update  

Gasoline and Diesel Fuel Update (EIA)

Price Data Collection Procedures Price Data Collection Procedures Every Monday, retail on-highway diesel prices are collected by telephone and fax from a sample of approximately 350 retail diesel outlets, including truck stops and service stations. The data represent the price of ultra low sulfur diesel (ULSD) which contains less than 15 parts-per-million sulfur. The Environmental Protection Agency (EPA) requires that all on-highway diesel sold be ULSD by December 1, 2010 (September 1, 2006 in California). In January 2007, the weekly on-highway diesel price survey began collecting diesel prices for low sulfur diesel (LSD) which contains between 15 and 500 parts-per-million sulfur and ULSD separately. Prior to January 2007, EIA collected the price of on-highway fuel without distinguishing the sulfur

204

Energy Star Concepts for Highway Vehicles  

NLE Websites -- All DOE Office Websites (Extended Search)

37 37 Energy Star Concepts for Highway Vehicles June 2003 David L. Greene Oak Ridge National Laboratory Robert C. Gibson The University of Tennessee K. G. Duleep Energy and Environmental Analysis, Inc. DOCUMENT AVAILABILITY Reports produced after January 1, 1996, are generally available free via the U.S. Department of Energy (DOE) Information Bridge: Web site: http://www.osti.gov/bridge Reports produced before January 1, 1996, may be purchased by members of the public from the following source: National Technical Information Service 5285 Port Royal Road Springfield, VA 22161 Telephone: 703-605-6000 (1-800-553-6847) TDD: 703-487-4639 Fax: 703-605-6900 E-mail: info@ntis.fedworld.gov Web site: http://www.ntis.gov/support/ordernowabout.htm

205

FEG2001_inside front cover.p65  

NLE Websites -- All DOE Office Websites (Extended Search)

Eng ........... Engine Volume in Liters Cyl ............ Number of Cylinders Cty ............ MPG on City Test Procedure Hwy .......... MPG on Highway Test Procedure T ............... Turbocharger/Supercharger L......... .. Most fuel-efficient manual or automatic per class Trans ........ Transmission Type Auto ......... Automatic Transmission Man .......... Manual Transmission www.fueleconomy.gov ...................................................................................................................................................... 5 SUBCOMPACT CARS CHEVROLET Cavalier (dual-fuel nat'l gas) .................. Auto-4 .... 2.2 ......... 4 ............. 20 .. 28 .......... CNG ............... 140 .................................................................................................................

206

FEG2001_inside front cover.p65  

NLE Websites -- All DOE Office Websites (Extended Search)

.......................................................................................................................................................www.fueleconomy.gov .......................................................................................................................................................www.fueleconomy.gov ABBREVIATIONS: Eng ........... Engine Volume in Liters Cyl ............ Number of Cylinders Cty ............ MPG on City Test Procedure Hwy .......... MPG on Highway Test Procedure Trans ........ Transmission Type Auto ......... Automatic Transmission Auto-S ...... Special Automatic Transmission Man .......... Manual Transmission A.............. LPG vehicle available H. ............ Electric vehicle available S ............. Diesel vehicle available C ............. CNG vehicle available L......... .. Most fuel-efficient manual or automatic per class FFV .......... Flex Fuel Vehicle AV ............ Continuously variable transmis-

207

Connecticut Distillate Fuel Oil and Kerosene Sales by End Use  

U.S. Energy Information Administration (EIA)

Total Transportation (Railroad, Vessel Bunkering, On-Highway) Distillate Fuel Oil: 314,674: 301,591: 272,255: 271,852: 274,578: 274,507: 1984-2012: ...

208

South Carolina Adjusted Distillate Fuel Oil and Kerosene Sales ...  

U.S. Energy Information Administration (EIA)

Total Transportation (Railroad, Vessel Bunkering, On-Highway) Distillate Fuel Oil: 751,994: 695,077: 654,296: 726,647: 725,148: 655,638: 1984-2012: ...

209

Maryland Distillate Fuel Oil and Kerosene Sales by End Use  

U.S. Energy Information Administration (EIA)

Total Transportation (Railroad, Vessel Bunkering, On-Highway) Distillate Fuel Oil: 606,247: 548,583: 540,590: 579,203: 540,843: 531,683: 1984-2012: ...

210

Nebraska Distillate Fuel Oil and Kerosene Sales by End Use  

U.S. Energy Information Administration (EIA)

Total Transportation (Railroad, Vessel Bunkering, On-Highway) Distillate Fuel Oil: 446,825: 433,745: 461,938: 639,618: 603,268: 584,362: 1984-2012: ...

211

Massachusetts Distillate Fuel Oil and Kerosene Sales by End Use  

U.S. Energy Information Administration (EIA)

Total Transportation (Railroad, Vessel Bunkering, On-Highway) Distillate Fuel Oil: 487,861: 463,886: 443,620: 445,626: 460,154: 444,532: 1984-2012: ...

212

Michigan Adjusted Distillate Fuel Oil and Kerosene Sales by ...  

U.S. Energy Information Administration (EIA)

Total Transportation (Railroad, Vessel Bunkering, On-Highway) Distillate Fuel Oil: 970,806: 891,487: 819,086: 864,049: 854,644: 877,692: 1984-2012: ...

213

Minnesota Distillate Fuel Oil and Kerosene Sales by End Use  

U.S. Energy Information Administration (EIA)

Total Transportation (Railroad, Vessel Bunkering, On-Highway) Distillate Fuel Oil: 804,699: 761,187: 633,806: 665,652: 704,971: 746,974: 1984-2012: ...

214

District of Columbia Distillate Fuel Oil and Kerosene Sales by ...  

U.S. Energy Information Administration (EIA)

Total Transportation (Railroad, Vessel Bunkering, On-Highway) Distillate Fuel Oil: 10,721: 15,894: 11,949: 13,216: 15,149: 15,321: 1984-2012: Residual ...

215

Minnesota Adjusted Distillate Fuel Oil and Kerosene Sales by ...  

U.S. Energy Information Administration (EIA)

Total Transportation (Railroad, Vessel Bunkering, On-Highway) Distillate Fuel Oil: 817,786: 767,218: 640,572: 678,530: 713,572: 763,303: 1984-2012: ...

216

New Jersey Adjusted Distillate Fuel Oil and Kerosene Sales by ...  

U.S. Energy Information Administration (EIA)

Total Transportation (Railroad, Vessel Bunkering, On-Highway) Distillate Fuel Oil: 1,088,505: 978,515: 760,035: 831,955: 952,930: 837,191: 1984-2012: ...

217

Wisconsin Distillate Fuel Oil and Kerosene Sales by End Use  

U.S. Energy Information Administration (EIA)

Total Transportation (Railroad, Vessel Bunkering, On-Highway) Distillate Fuel Oil: 788,665: 798,348: 703,583: 738,953: 719,417: 780,145: 1984-2012: ...

218

Connecticut Adjusted Distillate Fuel Oil and Kerosene Sales by ...  

U.S. Energy Information Administration (EIA)

Total Transportation (Railroad, Vessel Bunkering, On-Highway) Distillate Fuel Oil: 314,309: 300,255: 272,598: 271,767: 274,640: 273,827: 1984-2012: ...

219

Kansas Distillate Fuel Oil and Kerosene Sales by End Use  

U.S. Energy Information Administration (EIA)

Total Transportation (Railroad, Vessel Bunkering, On-Highway) Distillate Fuel Oil: 581,898: 610,088: 588,362: 554,334: 548,183: 573,992: 1984-2012: ...

220

Michigan Distillate Fuel Oil and Kerosene Sales by End Use  

U.S. Energy Information Administration (EIA)

Total Transportation (Railroad, Vessel Bunkering, On-Highway) Distillate Fuel Oil: 964,966: 888,432: 814,460: 855,592: 850,681: 871,756: 1984-2012: ...

Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


221

Delaware Adjusted Distillate Fuel Oil and Kerosene Sales by ...  

U.S. Energy Information Administration (EIA)

Total Transportation (Railroad, Vessel Bunkering, On-Highway) Distillate Fuel Oil: 68,223: 61,302: 57,382: 56,676: 57,720: 57,230: 1984-2012: Residual ...

222

Nebraska Adjusted Distillate Fuel Oil and Kerosene Sales by ...  

U.S. Energy Information Administration (EIA)

Total Transportation (Railroad, Vessel Bunkering, On-Highway) Distillate Fuel Oil: 448,098: 435,444: 472,303: 689,579: 627,110: 613,232: 1984-2012: ...

223

Utah Distillate Fuel Oil and Kerosene Sales by End Use  

U.S. Energy Information Administration (EIA)

Total Transportation (Railroad, Vessel Bunkering, On-Highway) Distillate Fuel Oil: 525,714: 470,714: 420,706: 426,584: 508,266: 486,456: 1984-2012: ...

224

Fuel Economy of the 2013 Ford Focus Electric  

NLE Websites -- All DOE Office Websites (Extended Search)

the Mobile Version of This Page Automatic (A1) Electricity Compare Side-by-Side EV EPA Fuel Economy Miles per Gallon Personalize Electricity* 105 Combined 110 City 99 Highway...

225

Fuel Economy of the 2013 Toyota Tacoma 2WD  

NLE Websites -- All DOE Office Websites (Extended Search)

Version of This Page 4 cyl, 2.7 L Manual 5-spd Regular Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Regular Gasoline 23 Combined 21 City 25 Highway...

226

Fuel Economy of the 2013 Ford Transit Connect Wagon FWD  

NLE Websites -- All DOE Office Websites (Extended Search)

of This Page 4 cyl, 2.0 L Automatic 4-spd Regular Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Regular Gasoline 24 Combined 22 City 27 Highway...

227

Fuel Economy of the 2013 Toyota Prius v  

NLE Websites -- All DOE Office Websites (Extended Search)

1.8 L Automatic (variable gear ratios) Regular Gasoline Compare Side-by-Side Hybrid EPA Fuel Economy Miles per Gallon Personalize Regular Gasoline 42 Combined 44 City 40 Highway...

228

Fuel Economy of the 2013 Rolls-Royce Phantom  

NLE Websites -- All DOE Office Websites (Extended Search)

of This Page 12 cyl, 6.7 L Automatic (S8) Premium Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Premium Gasoline 14 Combined 11 City 19 Highway...

229

Fuel Economy of the 2013 Ford E350 Wagon  

NLE Websites -- All DOE Office Websites (Extended Search)

of This Page 10 cyl, 6.8 L Automatic 5-spd Regular Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Regular Gasoline 11 Combined 10 City 13 Highway...

230

Fuel Economy of the 2013 Volkswagen Jetta SportWagen  

NLE Websites -- All DOE Office Websites (Extended Search)

Version of This Page 4 cyl, 2.0 L Manual 6-spd Diesel Compare Side-by-Side Diesel EPA Fuel Economy Miles per Gallon Personalize Diesel 34 Combined 30 City 42 Highway Unofficial...

231

Fuel Economy of the 2013 Mercedes-Benz CL600  

NLE Websites -- All DOE Office Websites (Extended Search)

of This Page 12 cyl, 5.5 L Automatic 5-spd Premium Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Premium Gasoline 14 Combined 12 City 18 Highway...

232

Fuel Economy of the 2013 Toyota Prius c  

NLE Websites -- All DOE Office Websites (Extended Search)

1.5 L Automatic (variable gear ratios) Regular Gasoline Compare Side-by-Side Hybrid EPA Fuel Economy Miles per Gallon Personalize Regular Gasoline 50 Combined 53 City 46 Highway...

233

Fuel Economy of the 2013 Cadillac CTS Wagon  

NLE Websites -- All DOE Office Websites (Extended Search)

of This Page 8 cyl, 6.2 L Automatic (S6) Premium Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Premium Gasoline 14 Combined 12 City 18 Highway...

234

Fuel Economy of the 2013 Toyota Sienna AWD  

NLE Websites -- All DOE Office Websites (Extended Search)

of This Page 6 cyl, 3.5 L Automatic (S6) Regular Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Regular Gasoline 19 Combined 16 City 23 Highway...

235

Fuel Economy of the 2013 smart fortwo electric drive convertible  

NLE Websites -- All DOE Office Websites (Extended Search)

the Mobile Version of This Page Automatic (A1) Electricity Compare Side-by-Side EV EPA Fuel Economy Miles per Gallon Personalize Electricity* 107 Combined 122 City 93 Highway...

236

Fuel Economy of the 2013 Rolls-Royce Phantom Coupe  

NLE Websites -- All DOE Office Websites (Extended Search)

of This Page 12 cyl, 6.7 L Automatic (S8) Premium Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Premium Gasoline 14 Combined 11 City 19 Highway...

237

Fuel Economy of the 2013 Rolls-Royce Phantom EWB  

NLE Websites -- All DOE Office Websites (Extended Search)

of This Page 12 cyl, 6.7 L Automatic (S8) Premium Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Premium Gasoline 14 Combined 11 City 19 Highway...

238

Fuel Economy of the 2013 Toyota FJ Cruiser 4WD  

NLE Websites -- All DOE Office Websites (Extended Search)

Version of This Page 6 cyl, 4.0 L Manual 6-spd Regular Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Regular Gasoline 16 Combined 15 City 18 Highway...

239

Fuel Economy of the 2013 Infiniti FX50 AWD  

NLE Websites -- All DOE Office Websites (Extended Search)

of This Page 8 cyl, 5.0 L Automatic (S7) Premium Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Premium Gasoline 16 Combined 14 City 20 Highway...

240

Fuel Economy of the 2013 smart fortwo electric drive coupe  

NLE Websites -- All DOE Office Websites (Extended Search)

the Mobile Version of This Page Automatic (A1) Electricity Compare Side-by-Side EV EPA Fuel Economy Miles per Gallon Personalize Electricity* 107 Combined 122 City 93 Highway...

Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


241

Fuel Economy of the 2013 Ram 1500 HFE 2WD  

NLE Websites -- All DOE Office Websites (Extended Search)

of This Page 6 cyl, 3.6 L Automatic 8-spd Regular Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Regular Gasoline 21 Combined 18 City 25 Highway...

242

Fuel Economy of the 2013 Toyota Tacoma 4WD  

NLE Websites -- All DOE Office Websites (Extended Search)

Version of This Page 6 cyl, 4.0 L Manual 6-spd Regular Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Regular Gasoline 17 Combined 16 City 19 Highway...

243

Fuel Economy of the 2013 Audi A3  

NLE Websites -- All DOE Office Websites (Extended Search)

Version of This Page 4 cyl, 2.0 L Auto(AM-S6) Diesel Compare Side-by-Side Diesel EPA Fuel Economy Miles per Gallon Personalize Diesel 34 Combined 30 City 42 Highway Unofficial...

244

Fuel Economy of the 2013 Honda CR-Z  

NLE Websites -- All DOE Office Websites (Extended Search)

of This Page 4 cyl, 1.5 L Auto(AV-S7) Regular Gasoline Compare Side-by-Side Hybrid EPA Fuel Economy Miles per Gallon Personalize Regular Gasoline 37 Combined 36 City 39 Highway...

245

Fuel Economy of the 2013 Lexus RX 450h  

NLE Websites -- All DOE Office Websites (Extended Search)

of This Page 6 cyl, 3.5 L Auto(AV-S6) Premium Gasoline Compare Side-by-Side Hybrid EPA Fuel Economy Miles per Gallon Personalize Premium Gasoline 30 Combined 32 City 28 Highway...

246

Fuel Economy of the 2013 Lincoln MKT Livery AWD  

NLE Websites -- All DOE Office Websites (Extended Search)

of This Page 6 cyl, 3.7 L Automatic 6-spd Regular Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Regular Gasoline 19 Combined 17 City 24 Highway...

247

Fuel Economy of the 2013 Mitsubishi i-MiEV  

NLE Websites -- All DOE Office Websites (Extended Search)

the Mobile Version of This Page Automatic (A1) Electricity Compare Side-by-Side EV EPA Fuel Economy Miles per Gallon Personalize Electricity* 112 Combined 126 City 99 Highway...

248

Fuel Economy of the 2013 Ford E350 Van  

NLE Websites -- All DOE Office Websites (Extended Search)

of This Page 10 cyl, 6.8 L Automatic 5-spd Regular Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Regular Gasoline 12 Combined 10 City 14 Highway...

249

Fuel Economy of the 2013 Scion iQ  

NLE Websites -- All DOE Office Websites (Extended Search)

4 cyl, 1.3 L Automatic (variable gear ratios) Regular Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Regular Gasoline 37 Combined 36 City 37 Highway...

250

Fuel Economy of the 2013 Chevrolet Suburban 2500 2WD  

NLE Websites -- All DOE Office Websites (Extended Search)

This Page 8 cyl, 6.0 L Automatic 6-spd Regular Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Regular Gasoline 12 Combined 10 City 16 Highway...

251

Fuel Economy of the 2013 GMC Savana 1500 AWD (Passenger)  

NLE Websites -- All DOE Office Websites (Extended Search)

Page Compare Side-by-Side 8 cyl, 5.3 L Automatic 4-spd Regular Gas or E85 FFV EPA Fuel Economy Miles per Gallon Personalize Regular Gas 14 Combined 13 City 17 Highway E85 10...

252

Fuel Economy of the 2013 Chevrolet Express 1500 AWD Passenger  

NLE Websites -- All DOE Office Websites (Extended Search)

Page Compare Side-by-Side 8 cyl, 5.3 L Automatic 4-spd Regular Gas or E85 FFV EPA Fuel Economy Miles per Gallon Personalize Regular Gas 14 Combined 13 City 17 Highway E85 10...

253

Fuel Economy of the 2013 Chevrolet Suburban 2500 4WD  

NLE Websites -- All DOE Office Websites (Extended Search)

This Page 8 cyl, 6.0 L Automatic 6-spd Regular Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Regular Gasoline 12 Combined 10 City 15 Highway...

254

Alternative Fuels Data Center: Heavy-Duty Vehicle and Engine...  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

T660 Tractor Application: Tractor Fuel Types: CNG, LNG Power Source(s): Cummins Westport - ISX12 G Additional Description: A Class 8 heavy-duty truck designed for on-highway...

255

Alternative Fuels Data Center: Hawaii Laws and Incentives for...  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

for operating a motor vehicle on state public highways according to the following rates: Fuel Type Tax Ethanol 0.145 times the rate for diesel Methanol 0.11 times the rate...

256

Muchos Factores Afectan Sus MPG  

NLE Websites -- All DOE Office Websites (Extended Search)

del Vehculo Variaciones en el Combustible Variaciones en los Vehculos Uso del Motor Vehculos en el trfico Acelerar rpidamente y frenar repentinamente puede reducir...

257

Hawaii Department of Transportation Highways Division | Open Energy  

Open Energy Info (EERE)

Highways Division Highways Division Jump to: navigation, search Name Hawaii Department of Transportation Highways Division Address 869 Punchbowl Street, Room 513 Place Honolulu, Hawaii Zip 96809 Website http://hawaii.gov/dot/highways Coordinates 21.303779°, -157.860047° Loading map... {"minzoom":false,"mappingservice":"googlemaps3","type":"ROADMAP","zoom":14,"types":["ROADMAP","SATELLITE","HYBRID","TERRAIN"],"geoservice":"google","maxzoom":false,"width":"600px","height":"350px","centre":false,"title":"","label":"","icon":"","visitedicon":"","lines":[],"polygons":[],"circles":[],"rectangles":[],"copycoords":false,"static":false,"wmsoverlay":"","layers":[],"controls":["pan","zoom","type","scale","streetview"],"zoomstyle":"DEFAULT","typestyle":"DEFAULT","autoinfowindows":false,"kml":[],"gkml":[],"fusiontables":[],"resizable":false,"tilt":0,"kmlrezoom":false,"poi":true,"imageoverlays":[],"markercluster":false,"searchmarkers":"","locations":[{"text":"","title":"","link":null,"lat":21.303779,"lon":-157.860047,"alt":0,"address":"","icon":"","group":"","inlineLabel":"","visitedicon":""}]}

258

Wisconsin No 2 Diesel Off-Highway Construction (Thousand Gallons)  

U.S. Energy Information Administration (EIA)

Wisconsin No 2 Diesel Off-Highway Construction (Thousand Gallons) Decade Year-0 Year-1 Year-2 Year-3 Year-4 Year-5 Year-6 Year-7 Year-8 Year-9; 1980's: 16,323: 12,292 ...

259

FINAL REPORT: PHASE FOUR HIGHWAY MAINTENANCE CONCEPT VEHICLE  

E-Print Network (OSTI)

the maintenance management system. Phase IV has two major strands, technical and financial. The outcome of Phase ................................................................................................................. 55 AMS-200 (Application Management System) Console innovation in highway maintenance management, maintenance operations practices, and research. CTRE provided

Beresnev, Igor

260

_MainReportPerVehicle  

NLE Websites -- All DOE Office Websites (Extended Search)

53 53 Overall DC electrical energy consumption (DC Wh/mi)² 34 Total number of trips 1,515 Total distance traveled (mi) 15,617 Trips in Charge Depleting (CD) mode³ Gasoline fuel economy (mpg) 37 DC electrical energy consumption (DC Wh/mi) 65 Number of trips 739 Percent of trips city | highway 74% | 26% Distance traveled (mi) 4,915 Percent of total distance traveled 31% Trips in both Charge Depleting & Charge Sustaining (CD/CS) modes Gasoline fuel economy (mpg) 38 DC electrical energy consumption (DC Wh/mi) 58 Number of trips 93 Percent of trips city | highway 38% | 62% Distance traveled (mi) 2,842 Percent of total distance traveled 18% Trips in Charge Sustaining (CS) mode Gasoline fuel economy (mpg) 33 Number of trips 683 Percent of trips city | highway 72% | 28% Distance traveled (mi)

Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


261

_MainReportPerVehicle  

NLE Websites -- All DOE Office Websites (Extended Search)

45 45 Overall DC electrical energy consumption (DC Wh/mi)² 29 Total number of trips 1,839 Total distance traveled (mi) 21,089 Trips in Charge Depleting (CD) mode³ Gasoline fuel economy (mpg) 39 DC electrical energy consumption (DC Wh/mi) 61 Number of trips 654 Percent of trips city | highway 66% | 34% Distance traveled (mi) 5,717 Percent of total distance traveled 27% Trips in both Charge Depleting & Charge Sustaining (CD/CS) modes Gasoline fuel economy (mpg) 38 DC electrical energy consumption (DC Wh/mi) 57 Number of trips 117 Percent of trips city | highway 39% | 62% Distance traveled (mi) 3,683 Percent of total distance traveled 17% Trips in Charge Sustaining (CS) mode Gasoline fuel economy (mpg) 33 Number of trips 1,068 Percent of trips city | highway 71% | 30% Distance traveled (mi)

262

_MainReportPerVehicle  

NLE Websites -- All DOE Office Websites (Extended Search)

36 36 Overall DC electrical energy consumption (DC Wh/mi)² 18 Total number of trips 1,290 Total distance traveled (mi) 13,023 Trips in Charge Depleting (CD) mode³ Gasoline fuel economy (mpg) 39 DC electrical energy consumption (DC Wh/mi) 58 Number of trips 432 Percent of trips city | highway 75% | 25% Distance traveled (mi) 2,835 Percent of total distance traveled 22% Trips in both Charge Depleting & Charge Sustaining (CD/CS) modes Gasoline fuel economy (mpg) 41 DC electrical energy consumption (DC Wh/mi) 48 Number of trips 52 Percent of trips city | highway 31% | 69% Distance traveled (mi) 1,613 Percent of total distance traveled 12% Trips in Charge Sustaining (CS) mode Gasoline fuel economy (mpg) 34 Number of trips 806 Percent of trips city | highway 73% | 27% Distance traveled (mi)

263

_MainReportPerVehicle  

NLE Websites -- All DOE Office Websites (Extended Search)

49 49 Overall DC electrical energy consumption (DC Wh/mi)² 27 Total number of trips 927 Total distance traveled (mi) 9,301 Trips in Charge Depleting (CD) mode³ Gasoline fuel economy (mpg) 39 DC electrical energy consumption (DC Wh/mi) 66 Number of trips 313 Percent of trips city | highway 68% | 32% Distance traveled (mi) 2,138 Percent of total distance traveled 23% Trips in both Charge Depleting & Charge Sustaining (CD/CS) modes Gasoline fuel economy (mpg) 41 DC electrical energy consumption (DC Wh/mi) 63 Number of trips 46 Percent of trips city | highway 30% | 70% Distance traveled (mi) 1,462 Percent of total distance traveled 16% Trips in Charge Sustaining (CS) mode Gasoline fuel economy (mpg) 34 Number of trips 568 Percent of trips city | highway 75% | 25% Distance traveled (mi)

264

_MainReportPerVehicle  

NLE Websites -- All DOE Office Websites (Extended Search)

50 50 Overall DC electrical energy consumption (DC Wh/mi)² 22 Total number of trips 730 Total distance traveled (mi) 9,164 Trips in Charge Depleting (CD) mode³ Gasoline fuel economy (mpg) 40 DC electrical energy consumption (DC Wh/mi) 61 Number of trips 225 Percent of trips city | highway 68% | 32% Distance traveled (mi) 1,768 Percent of total distance traveled 19% Trips in both Charge Depleting & Charge Sustaining (CD/CS) modes Gasoline fuel economy (mpg) 36 DC electrical energy consumption (DC Wh/mi) 53 Number of trips 40 Percent of trips city | highway 23% | 78% Distance traveled (mi) 1,638 Percent of total distance traveled 18% Trips in Charge Sustaining (CS) mode Gasoline fuel economy (mpg) 35 Number of trips 465 Percent of trips city | highway 70% | 30% Distance traveled (mi)

265

Fuel Economy Valentines | Department of Energy  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Fuel Economy Valentines Fuel Economy Valentines Fuel Economy Valentines February 14, 2012 - 10:05am Addthis Amanda McAlpin What's more romantic this Valentine's Day than taking a drive with your sweetheart? In fact, for most people this holiday, the plans will include some kind of travel, to a restaurant, show, or weekend getaway. Anytime spent on the road can be a great time to track your vehicle's fuel economy, and fueleconomy.gov has a tool to help you do just that! Once you enter the Your MPG tool and select the make and model of your vehicle, you'll choose a way to keep track of your fill-ups at the pump, recording your odometer and/or the amount of fuel you put in your vehicle. The tool then calculates your gallons per mile and saves this information in your account; you can log back in anytime to update and monitor your

266

Fuel Economy Valentines | Department of Energy  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Fuel Economy Valentines Fuel Economy Valentines Fuel Economy Valentines February 14, 2012 - 10:05am Addthis Amanda McAlpin What's more romantic this Valentine's Day than taking a drive with your sweetheart? In fact, for most people this holiday, the plans will include some kind of travel, to a restaurant, show, or weekend getaway. Anytime spent on the road can be a great time to track your vehicle's fuel economy, and fueleconomy.gov has a tool to help you do just that! Once you enter the Your MPG tool and select the make and model of your vehicle, you'll choose a way to keep track of your fill-ups at the pump, recording your odometer and/or the amount of fuel you put in your vehicle. The tool then calculates your gallons per mile and saves this information in your account; you can log back in anytime to update and monitor your

267

Tax and Fee Payments by Motor-Vehicle Users for the Use of Highways, Fuels, and Vehicles: Report #17 in the series: The Annualized Social Cost of Motor-Vehicle Use in the United States, based on 1990-1991 Data  

E-Print Network (OSTI)

the sales tax paid on motor-vehicles, gasoline and motor-as gasoline excise taxes, road tolls, and motor- vehicleMotor fuels: portions of federal gasoline and diesel-fuel tax

Delucchi, Mark

2005-01-01T23:59:59.000Z

268

UTC Power Corporation 195 Governor's Highway  

E-Print Network (OSTI)

, Business Finance The UTC Power Advantage Strained Utility Grid, unreliable power · Significant Energy/7 Power and Heating Demand Supermarkets Hospitals Hotels Bio-tech/Industrial Bottling Educational Institutions Mixed Use Utilities #12;Paul J. Rescsanski, Manager, Business Finance Flexible fuel cell

269

Predicting Individual Fuel Economy  

SciTech Connect

To make informed decisions about travel and vehicle purchase, consumers need unbiased and accurate information of the fuel economy they will actually obtain. In the past, the EPA fuel economy estimates based on its 1984 rules have been widely criticized for overestimating on-road fuel economy. In 2008, EPA adopted a new estimation rule. This study compares the usefulness of the EPA's 1984 and 2008 estimates based on their prediction bias and accuracy and attempts to improve the prediction of on-road fuel economies based on consumer and vehicle attributes. We examine the usefulness of the EPA fuel economy estimates using a large sample of self-reported on-road fuel economy data and develop an Individualized Model for more accurately predicting an individual driver's on-road fuel economy based on easily determined vehicle and driver attributes. Accuracy rather than bias appears to have limited the usefulness of the EPA 1984 estimates in predicting on-road MPG. The EPA 2008 estimates appear to be equally inaccurate and substantially more biased relative to the self-reported data. Furthermore, the 2008 estimates exhibit an underestimation bias that increases with increasing fuel economy, suggesting that the new numbers will tend to underestimate the real-world benefits of fuel economy and emissions standards. By including several simple driver and vehicle attributes, the Individualized Model reduces the unexplained variance by over 55% and the standard error by 33% based on an independent test sample. The additional explanatory variables can be easily provided by the individuals.

Lin, Zhenhong [ORNL; Greene, David L [ORNL

2011-01-01T23:59:59.000Z

270

Energy Star Concepts for Highway Vehicles  

Science Conference Proceedings (OSTI)

The authors of this report, under the sponsorship of the U.S. Department of Energy (DOE) Office of Energy Efficiency and Renewable Energy (EERE) Weatherization and Intergovernmental Program, have investigated the possible application of Energy Star ratings to passenger cars and light trucks. This study establishes a framework for formulating and evaluating Energy Star rating methods that is comprised of energy- and environmental-based metrics, potential vehicle classification systems, vehicle technology factors, and vehicle selection criteria. The study tests several concepts and Energy Star rating methods using model-year 2000 vehicle data--a spreadsheet model has been developed to facilitate these analyses. This study tests two primary types of rating systems: (1) an outcome-based system that rates vehicles based on fuel economy, GHG emissions, and oil use and (2) a technology-based system that rates vehicles based on the energy-saving technologies they use. Rating methods were evaluated based on their ability to select vehicles with high fuel economy, low GHG emissions, and low oil use while preserving a full range of service (size and acceleration) and body style choice. This study concludes that an Energy Star rating for passenger cars and light trucks is feasible and that several methods could be used to achieve reasonable tradeoffs between low energy use and emissions and diversity in size, performance, and body type. It also shows that methods that consider only fuel economy, GHG emissions, or oil use will not select a diverse mix of vehicles. Finally, analyses suggest that methods that encourage the use of technology only, may result in increases in acceleration power and weight rather than reductions in oil use and GHG emissions and improvements in fuel economy.

Greene, D.L.

2003-06-24T23:59:59.000Z

271

Tradeoffs among Free-flow Speed, Capacity, Cost, and Environmental Footprint in Highway Design  

E-Print Network (OSTI)

in Highway Design Chen Feng Ng, California State University,in Highway Design Chen Feng Ng and Kenneth A. Small May 17,R42 Contacts: Chen Feng Ng (corresponding author) Department

Ng, Chen Feng; Small, Kenneth

2011-01-01T23:59:59.000Z

272

Alternative Fuels Data Center: Conversion Regulations  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Conversion Regulations Conversion Regulations to someone by E-mail Share Alternative Fuels Data Center: Conversion Regulations on Facebook Tweet about Alternative Fuels Data Center: Conversion Regulations on Twitter Bookmark Alternative Fuels Data Center: Conversion Regulations on Google Bookmark Alternative Fuels Data Center: Conversion Regulations on Delicious Rank Alternative Fuels Data Center: Conversion Regulations on Digg Find More places to share Alternative Fuels Data Center: Conversion Regulations on AddThis.com... Conversion Regulations All vehicle and engine conversions must meet standards instituted by the U.S. Environmental Protection Agency (EPA), the National Highway Traffic Safety Administration (NHTSA), and state agencies like the California Air Resources Board (CARB).

273

Tax and Fee Payments by Motor-Vehicle Users for the Use of Highways, Fuels, and Vehicles: Report #17 in the series: The Annualized Social Cost of Motor-Vehicle Use in the United States, based on 1990-1991 Data  

E-Print Network (OSTI)

Enhancement Through Increased Motor-Fuel Tax Enforcement,1976). L. R. Moran, Motor Vehicles, Model Year 1991,Commercial and Industrialb Motor vehiclesc (AVMV USA,Yr )

Delucchi, Mark

2005-01-01T23:59:59.000Z

274

Stochastic Modeling of Future Highway Maintenance Costs for Flexible Type Highway Pavement Construction Projects  

E-Print Network (OSTI)

The transportation infrastructure systems in the United States were built between the 50's and 80's, with 20 years design life. As most of them already exceeded their original life expectancy, state transportation agencies (STAs) are now under increased needs to rebuild deteriorated transportation networks. For major highway maintenance projects, a federal rule enforces to perform a life-cycle cost analysis (LCCA). The lack of analytical methods for LCCA creates many challenges of STAs to comply with the rule. To address these critical issues, this study aims at developing a new methodology for quantifying the future maintenance cost to assist STAs in performing a LCCA. The major objectives of this research are twofold: 1) identify the critical factors that affect pavement performances; 2) develop a stochastic model that predicts future maintenance costs of flexible-type pavement in Texas. The study data were gathered through the Pavement Management Information System (PMIS) containing more than 190,000 highway sections in Texas. These data were then grouped by critical performance-driven factor which was identified by K-means cluster analysis. Many factors were evaluated to identify the most critical factors that affect pavement maintenance need. With these data, a series of regression analyses were carried out to develop predictive models. Lastly, a validation study with PRESS statistics was conducted to evaluate reliability of the model. The research results reveal that three factors, annual average temperature, annual precipitation, and pavement age, were the most critical factors under very low traffic volume conditions. This research effort was the first of its kind undertaken in this subject. The maintenance cost lookup tables and stochastic model will assist STAs in carrying out a LCCA, with the reliable estimation of maintenance costs. This research also provides the research community with the first view and systematic estimation method that STAs can use to determine long-term maintenance costs in estimating life-cycle costs. It will reduce the agency's expenses in the time and effort required for conducting a LCCA. Estimating long-term maintenance cost is a core component of the LCCA. Therefore, methods developed from this project have the great potential to improve the accuracy of LCCA.

Kim, Yoo Hyun

2012-05-01T23:59:59.000Z

275

A continuous bi-level model for the expansion of highway networks  

Science Conference Proceedings (OSTI)

Adding new corridors to a highway network represents a multicriteria decision process in which a variety of social, environmental and economic factors must be evaluated and weighted for a large number of corridor alternatives. This paper proposes a new ... Keywords: Demand covering, Heuristics, Highway corridors location, Highway networks

Eusebio Angulo, Enrique Castillo, Ricardo Garca-Rdenas, Jess Snchez-Vizcano

2014-01-01T23:59:59.000Z

276

FEG2002 9_30_01.p65  

NLE Websites -- All DOE Office Websites (Extended Search)

6 6 ABBREVIATIONS: .............. Highest MPG in class A- .......... Automatic Transmission A-S ........ Special Automatic Transmission AV ......... Continuously variable Transmission Cty ......... MPG on City Test Procedure CNG ...... Compressed Natural Gas Cyl ......... Number of Cylinders D ........... Diesel DOHC ... Double Overhead Cam E85 ........ 85% Ethanol/15% Gasoline Elec ....... Electric Vehicle Eng ........ Engine Volume in Liters FFV ....... Flexible Fuel Vehicle Hwy ....... MPG on Highway Test Procedure LPG ....... Liquified Petroleum Gas M- .......... Manual Transmission NA ......... Not Available P ............ Premium Gasoline SOHC .... Single Overhead Cam T ............ Turbocharger/Supercharger Trans ..... Transmission Type Tax ........ Subject to Gas Guzzler Tax VTEC .... Variable Valve Timing and Lift

277

Untitled-1  

NLE Websites -- All DOE Office Websites (Extended Search)

5 5 L ABBREVIATIONS: .............. Highest MPG in class A- .......... Automatic Transmission A-S ........ Special Automatic Transmission AV ......... Continuously Variable Transmission AWD ...... All Wheel Drive City ........ MPG on City Test Procedure CNG ...... Compressed Natural Gas Conv ...... Convertible Convsn .. Conversion D ........... Diesel E85 ........ 85% Ethanol/15% Gasoline Elec ....... Electric Vehicle Eng Size Engine Volume in Liters FFV ....... Flexible Fuel Vehicle FWD ...... Front Wheel Drive Hwy ....... MPG on Highway Test Procedure LPG ....... Liquified Petroleum Gas M- .......... Manual Transmission NA ......... Not Available P ............ Premium Gasoline Tax ........ Subject to Gas Guzzler Tax Trans ..... Transmission Type VTEC .... Variable Valve Timing and Lift Electronic Control Trans

278

Advanced Hybrid Propulsion and Energy Management System for High Efficiency, Off Highway, 240 Ton Class, Diesel Electric Haul Trucks  

DOE Green Energy (OSTI)

The objective of this project is to reduce the fuel consumption of off-highway vehicles, specifically large tonnage mine haul trucks. A hybrid energy storage and management system will be added to a conventional diesel-electric truck that will allow capture of braking energy normally dissipated in grid resistors as heat. The captured energy will be used during acceleration and motoring, reducing the diesel engine load, thus conserving fuel. The project will work towards a system validation of the hybrid system by first selecting an energy storage subsystem and energy management subsystem. Laboratory testing at a subscale level will evaluate these selections and then a full-scale laboratory test will be performed. After the subsystems have been proven at the full-scale lab, equipment will be mounted on a mine haul truck and integrated with the vehicle systems. The integrated hybrid components will be exercised to show functionality, capability, and fuel economy impacts in a mine setting.

Richter, Tim; Slezak, Lee; Johnson, Chris; Young, Henry; Funcannon, Dan

2008-12-31T23:59:59.000Z

279

On the scalability problem of highway ad hoc network  

Science Conference Proceedings (OSTI)

Vehicular Ad hoc Network in a highway is composed of high speed vehicles or nodes which induce fast topology changes in their configuration. In order to solve the connectivity and scalability problems of VANETs, we introduce the architecture of a Vehicular ...

Florent Kaisser; Vronique Vque

2009-04-01T23:59:59.000Z

280

Alabama Adjusted Distillate Fuel Oil and Kerosene Sales by End Use  

U.S. Energy Information Administration (EIA)

Total Transportation (Railroad, Vessel Bunkering, On-Highway) Distillate Fuel Oil: 979,566: 854,244: 791,004: 859,486: 917,892: 871,796: 1984-2012: ...

Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


281

Arizona Adjusted Distillate Fuel Oil and Kerosene Sales by End Use  

U.S. Energy Information Administration (EIA)

Total Transportation (Railroad, Vessel Bunkering, On-Highway) Distillate Fuel Oil: 877,174: 799,123: 746,952: 751,025: 767,565: 761,995: 1984-2012: ...

282

Rhode Island Distillate Fuel Oil and Kerosene Sales by End Use  

U.S. Energy Information Administration (EIA)

Total Transportation (Railroad, Vessel Bunkering, On-Highway) Distillate Fuel Oil: 77,882: 61,856: 59,789: 65,067: 65,295: 62,041: 1984-2012: Residual ...

283

South Carolina Distillate Fuel Oil and Kerosene Sales by End Use  

U.S. Energy Information Administration (EIA)

Total Transportation (Railroad, Vessel Bunkering, On-Highway) Distillate Fuel Oil: 752,984: 699,864: 653,641: 726,889: 724,974: 656,396: 1984-2012: ...

284

Utah Adjusted Distillate Fuel Oil and Kerosene Sales by End Use  

U.S. Energy Information Administration (EIA)

Total Transportation (Railroad, Vessel Bunkering, On-Highway) Distillate Fuel Oil: 512,415: 464,448: 420,807: 427,293: 507,559: 486,956: 1984-2012: ...

285

New Jersey Distillate Fuel Oil and Kerosene Sales by End Use  

U.S. Energy Information Administration (EIA)

Total Transportation (Railroad, Vessel Bunkering, On-Highway) Distillate Fuel Oil: 1,091,896: 991,981: 755,753: 832,806: 951,803: 842,035: 1984-2012: ...

286

Fuel Economy of the 2013 Rolls-Royce Phantom Drophead Coupe  

NLE Websites -- All DOE Office Websites (Extended Search)

of This Page 12 cyl, 6.7 L Automatic (S8) Premium Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Premium Gasoline 14 Combined 11 City 19 Highway...

287

Fuel Economy of the 2013 Mercedes-Benz CL65 AMG  

NLE Websites -- All DOE Office Websites (Extended Search)

of This Page 12 cyl, 6.0 L Automatic 5-spd Premium Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Premium Gasoline 14 Combined 12 City 18 Highway...

288

Fuel Economy of the 2013 Mercedes-Benz E63 AMG (wagon)  

NLE Websites -- All DOE Office Websites (Extended Search)

of This Page 8 cyl, 5.5 L Automatic 7-spd Premium Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Premium Gasoline 18 Combined 15 City 23 Highway...

289

Fuel Economy of the 2013 Tesla Model S (60 kW-hr battery pack...  

NLE Websites -- All DOE Office Websites (Extended Search)

the Mobile Version of This Page Automatic (A1) Electricity Compare Side-by-Side EV EPA Fuel Economy Miles per Gallon Personalize Electricity* 95 Combined 94 City 97 Highway...

290

Fuel Cell Pre-Solicitation Workshop 1 March 2010 BREAKOUT GROUP 5: LONG TERM INNOVATIVE TECHNOLOGIES  

E-Print Network (OSTI)

· Electrolyzers · Batteries High Temp Electrochemistry · SOFC systems design · High temp FC testing · SOFC FC) ­ Solid oxide fuel cell (SOFC) is best entry pathway > H2 Highways Initiatives (California and Illinois

291

Fuel Economy of the 2013 GMC Yukon XL 2500 2WD  

NLE Websites -- All DOE Office Websites (Extended Search)

This Page 8 cyl, 6.0 L Automatic 6-spd Regular Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Regular Gasoline 12 Combined 10 City 16 Highway...

292

Fuel Economy of the 2013 GMC Yukon XL 2500 4WD  

NLE Websites -- All DOE Office Websites (Extended Search)

This Page 8 cyl, 6.0 L Automatic 6-spd Regular Gasoline Compare Side-by-Side EPA Fuel Economy Miles per Gallon Personalize Regular Gasoline 12 Combined 10 City 15 Highway...

293

Demand, Supply, and Price Outlook for Low-Sulfur Diesel Fuel  

Reports and Publications (EIA)

The Clean Air Act Amendments of 1990 established a new, sharply lower standard for the maximum sulfur content of on-highway diesel fuel, to take effect October 1, 1993.

Tancred Lidderdale

1993-08-01T23:59:59.000Z

294

Supply Chain-Based Solution to Prevent Fuel Tax Evasion: Proof of Concept  

NLE Websites -- All DOE Office Websites (Extended Search)

Chain-Based Solution to Prevent Chain-Based Solution to Prevent Fuel Tax Evasion: Proof of Concept Revenues from motor fuel and other highway use taxes provide the primary source of funding for the United States' transportation system, and ensuring all of these taxes are collected, remitted, and credited to the Highway Trust Fund is a priority for the U.S. Department of Transportation Federal Highway Administration (FHWA). In the past, loss of revenue due to tax evasion has been estimated to

295

Costs and benefits of automotive fuel economy improvement: A partial analysis  

SciTech Connect

This paper is an exercise in estimating the costs and benefits of technology-based fuel economy improvements for automobiles and light trucks. Benefits quantified include vehicle cots, fuel savings, consumer's surplus effects, the effect of reduced weight on vehicle safety, impacts on emissions of CO{sub 2} and criteria pollutants, world oil market and energy security benefits, and the transfer of wealth from US consumes to oil producers. A vehicle stock model is used to capture sales, scrappage, and vehicle use effects under three fuel price scenarios. Three alternative fuel economy levels for 2001 are considered, ranging from 32.9 to 36.5 MPG for cars and 24.2 to 27.5 MPG for light trucks. Fuel economy improvements of this size are probably cost-effective. The size of the benefit, and whether there is a benefit, strongly depends on the financial costs of fuel economy improvement and judgments about the values of energy security, emissions, safety, etc. Three sets of values for eight parameters are used to define the sensitivity of costs and benefits to key assumptions. The net present social value (1989$) of costs and benefits ranges from a cost of $11 billion to a benefit of $286 billion. The critical parameters being the discount rate (10% vs. 3%) and the values attached to externalities. The two largest components are always the direct vehicle costs and fuel savings, but these tend to counterbalance each other for the fuel economy levels examined here. Other components are the wealth transfer, oil cost savings, CO{sub 2} emissions reductions, and energy security benefits. Safety impacts, emissions of criteria pollutants, and consumer's surplus effects are relatively minor components. The critical issues for automotive fuel economy are therefore: (1) the value of present versus future costs and benefits, (2) the values of external costs and benefits, and (3) the financially cost-effective level of MPG achievable by available technology. 53 refs.

Greene, D.L. (Oak Ridge National Lab., TN (United States)); Duleep, K.G. (Energy and Environmental Analysis, Inc., Arlington, VA (United States))

1992-03-01T23:59:59.000Z

296

Costs and benefits of automotive fuel economy improvement: A partial analysis  

SciTech Connect

This paper is an exercise in estimating the costs and benefits of technology-based fuel economy improvements for automobiles and light trucks. Benefits quantified include vehicle cots, fuel savings, consumer`s surplus effects, the effect of reduced weight on vehicle safety, impacts on emissions of CO{sub 2} and criteria pollutants, world oil market and energy security benefits, and the transfer of wealth from US consumes to oil producers. A vehicle stock model is used to capture sales, scrappage, and vehicle use effects under three fuel price scenarios. Three alternative fuel economy levels for 2001 are considered, ranging from 32.9 to 36.5 MPG for cars and 24.2 to 27.5 MPG for light trucks. Fuel economy improvements of this size are probably cost-effective. The size of the benefit, and whether there is a benefit, strongly depends on the financial costs of fuel economy improvement and judgments about the values of energy security, emissions, safety, etc. Three sets of values for eight parameters are used to define the sensitivity of costs and benefits to key assumptions. The net present social value (1989$) of costs and benefits ranges from a cost of $11 billion to a benefit of $286 billion. The critical parameters being the discount rate (10% vs. 3%) and the values attached to externalities. The two largest components are always the direct vehicle costs and fuel savings, but these tend to counterbalance each other for the fuel economy levels examined here. Other components are the wealth transfer, oil cost savings, CO{sub 2} emissions reductions, and energy security benefits. Safety impacts, emissions of criteria pollutants, and consumer`s surplus effects are relatively minor components. The critical issues for automotive fuel economy are therefore: (1) the value of present versus future costs and benefits, (2) the values of external costs and benefits, and (3) the financially cost-effective level of MPG achievable by available technology. 53 refs.

Greene, D.L. [Oak Ridge National Lab., TN (United States); Duleep, K.G. [Energy and Environmental Analysis, Inc., Arlington, VA (United States)

1992-03-01T23:59:59.000Z

297

Costs and benefits of automotive fuel economy improvement: A partial analysis  

SciTech Connect

This paper is an exercise in estimating the costs and benefits of technology-based fuel economy improvements for automobiles and light trucks. Benefits quantified include vehicle cots, fuel savings, consumer's surplus effects, the effect of reduced weight on vehicle safety, impacts on emissions of CO{sub 2} and criteria pollutants, world oil market and energy security benefits, and the transfer of wealth from US consumes to oil producers. A vehicle stock model is used to capture sales, scrappage, and vehicle use effects under three fuel price scenarios. Three alternative fuel economy levels for 2001 are considered, ranging from 32.9 to 36.5 MPG for cars and 24.2 to 27.5 MPG for light trucks. Fuel economy improvements of this size are probably cost-effective. The size of the benefit, and whether there is a benefit, strongly depends on the financial costs of fuel economy improvement and judgments about the values of energy security, emissions, safety, etc. Three sets of values for eight parameters are used to define the sensitivity of costs and benefits to key assumptions. The net present social value (1989$) of costs and benefits ranges from a cost of $11 billion to a benefit of $286 billion. The critical parameters being the discount rate (10% vs. 3%) and the values attached to externalities. The two largest components are always the direct vehicle costs and fuel savings, but these tend to counterbalance each other for the fuel economy levels examined here. Other components are the wealth transfer, oil cost savings, CO{sub 2} emissions reductions, and energy security benefits. Safety impacts, emissions of criteria pollutants, and consumer's surplus effects are relatively minor components. The critical issues for automotive fuel economy are therefore: (1) the value of present versus future costs and benefits, (2) the values of external costs and benefits, and (3) the financially cost-effective level of MPG achievable by available technology. 53 refs.

Greene, D.L. (Oak Ridge National Lab., TN (United States)); Duleep, K.G. (Energy and Environmental Analysis, Inc., Arlington, VA (United States))

1992-03-01T23:59:59.000Z

298

MonthlyReport  

NLE Websites -- All DOE Office Websites (Extended Search)

8 8 Overall AC electrical energy consumption (AC Wh/mi)¹ 148 Overall DC electrical energy consumption (DC Wh/mi)² 104 Total number of trips 1,212 Total distance traveled (mi) 11,846 Trips in Charge Depleting (CD) mode³ Gasoline fuel economy (mpg) 58 DC electrical energy consumption (DC Wh/mi) 160 Number of trips 823 Percent of trips city | highway 81% | 19% Distance traveled (mi) 5,559 Percent of total distance traveled 47% Trips in both Charge Depleting & Charge Sustaining (CD/CS) modes Gasoline fuel economy (mpg) 46 DC electrical energy consumption (DC Wh/mi) 85 Number of trips 195 Percent of trips city | highway 40% | 61% Distance traveled (mi) 4,217 Percent of total distance traveled 36% Trips in Charge Sustaining (CS) mode Gasoline fuel economy (mpg) 34 Number of trips

299

Microsoft Word - Old Highway Bridge_CX Memo_20120608.docx  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Old Highway Bridge Property Funding Old Highway Bridge Property Funding Fish and Wildlife Project No.: 2009-003-00 Categorical Exclusion Applied (from Subpart D, 10 C.F.R. Part 1021): B1.25 Transfer, lease, disposition, or acquisition of interests in land and associated buildings for cultural resources protection, habitat preservation, or fish and wildlife management provided that there would be no potential for release of substances at a level, or in a form, that could pose a threat to public health or the environment. Location: Twisp, Okanogan County, WA Proposed by: Bonneville Power Administration (BPA) Description of the Proposed Action: BPA proposes to fund the Methow Salmon Recovery Foundation (MSRF) to acquire approximately 22.1 acres of land and 1,455 feet of the Twisp

300

Microwave methods enable energy savings in restoration of highway pavements  

Science Conference Proceedings (OSTI)

Hot in place recycling of asphalt pavement by a method which utilizes microwave energy in combination with hot engine exhaust gases has been demonstrated to be technically and economically feasible. The process saves both energy and materials compared with conventional hot-mix recycling methods involving removal of old paving and reprocessing at hot-mix plants. Applications for microwave pavement heating include repair of cracks, joints between lanes and shoulders, wheel tracks, bridge decks, strip patching, and eventually in-place of full lanes of asphalt highways. The ability of microwave energy to heat pavements rapidly and fairly uniformly to depths of up to 6 inches make this new method uniquely suitable for repair and restoration of bridges, roads and highways, and also for the construction of new paved roads in places where hot-mix plants are not available.

Jeppson, M.R.; Smith, F.J.

1983-08-01T23:59:59.000Z

Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


301

Microwave methods enable energy savings in restoration of highway pavements  

Science Conference Proceedings (OSTI)

Hot in-place recycling of asphalt pavement by a method which utilizes microwave energy in combination with hot-engine exhaust gases has been demonstrated to be technically and economically feasible. The process saves both energy and materials compared with conventional hot-mix recycling methods involving removal of old paving and reprocessing at hot-mix plants. Applications for microwave pavement heating include repair of cracks, joints between lanes and shoulders, wheel tracks, bridge decks, strip patching, and eventually in-place recycling of full lanes of asphalt highways. The ability of microwave energy to heat pavements rapidly and fairly uniformly to depths of up to 6 inches make this new method uniquely suitable for repair and restoration of bridges, roads and highways, and also for the construction of new paved roads in places where hot-mix plants are not available.

Jeppson, M.R.; Smith, F.J.

1983-01-01T23:59:59.000Z

302

Gas main installed under a major four-lane highway  

SciTech Connect

This paper discusses the design and installation of a natural gas pipeline in Richmond, British Columbia. Because of problems with existing utility lines, pressure requirements, safety concerns, socio-economic interests, it was decided that the only alternative was down the center-line of the highway. The paper reviews the geologic site conditions which favored directional drilling operations along with the actual drilling equipment involved. It reviews the problems encountered and how such problems were overcome.

Tremblay, G.R. (BC Gas Utility Ltd., Burnaby, British Columbia (Canada))

1994-06-01T23:59:59.000Z

303

Projections of highway vehicle population, energy demand, and CO{sub 2} emissions in India through 2040.  

Science Conference Proceedings (OSTI)

This paper presents projections of motor vehicles, oil demand, and carbon dioxide (CO{sub 2}) emissions for India through the year 2040. The populations of highway vehicles and two-wheelers are projected under three different scenarios on the basis of economic growth and average household size in India. The results show that by 2040, the number of highway vehicles in India would be 206-309 million. The oil demand projections for the Indian transportation sector are based on a set of nine scenarios arising out of three vehicle-growth and three fuel-economy scenarios. The combined effects of vehicle-growth and fuel-economy scenarios, together with the change in annual vehicle usage, result in a projected demand in 2040 by the transportation sector in India of 404-719 million metric tons (8.5-15.1 million barrels per day). The corresponding annual CO{sub 2} emissions are projected to be 1.2-2.2 billion metric tons.

Arora, S.; Vyas, A.; Johnson, L.; Energy Systems

2011-02-22T23:59:59.000Z

304

Fuel Used for Off-Road Recreation: A Reassessment of the Fuel Use Model  

NLE Websites -- All DOE Office Websites (Extended Search)

Used for Off-Road Recreation: Used for Off-Road Recreation: A Reassessment of the Fuel Use Model Stacy C. Davis Lorena F. Truett Patricia S. Hu ORNL/TM-1999/100 Fuel Used for Off-Road Recreation: A Reassessment of the Fuel Use Model Stacy C. Davis Lorena F. Truett Patricia S. Hu July 1999 Prepared for the Office of Highway Information Management Federal Highway Administration U.S. Department of Transportation Washington, DC 20590 Prepared by the Statistics and Data Analysis Program Center for Transportation Analysis Oak Ridge National Laboratory Oak Ridge, TN 37831-6073 managed by Lockheed Martin Energy Research Corporation for the U.S. Department of Energy under Contract No. DE-AC05-96OR22464 Fuel Used for Off-Road Recreation: A Reassessment of the Fuel Use Model - iii - TABLE OF CONTENTS LIST OF ACRONYMS AND ABBREVIATIONS

305

Gasoline and Diesel Fuel Update  

Gasoline and Diesel Fuel Update (EIA)

Procedures, Methodology, and Coefficients of Variation Procedures, Methodology, and Coefficients of Variation Diesel Fuel Price Data Collection Procedures Every Monday, cash self-serve on-highway diesel prices (including taxes) are collected from a sample of approximately 400 retail diesel outlets in the continental U.S. The sample includes a combination of truck stops and service stations that sell on-highway diesel fuel. The data represent the price of ultra low sulfur diesel (ULSD) which contains less than 15 parts-per-million sulfur. The prices are collected via telephone, fax, email, or the internet from participating outlets. All collected prices are subjected to automated edit checks during data collection and data processing. Data flagged by the edits are verified with the respondents. Imputation is used for companies

306

Aftertreatment Technologies for Off-Highway Heavy-Duty Diesel Engines  

Science Conference Proceedings (OSTI)

The objective of this program was to explore a combination of advanced injection control and urea-selective catalytic reduction (SCR) to reduce the emissions of oxides of nitrogen (NOx) and particulate matter (PM) from a Tier 2 off-highway diesel engine to Tier 3 emission targets while maintaining fuel efficiency. The engine used in this investigation was a 2004 4.5L John Deere PowerTechTM; this engine was not equipped with exhaust gas recirculation (EGR). Under the original CRADA, the principal objective was to assess whether Tier 3 PM emission targets could be met solely by increasing the rail pressure. Although high rail pressure will lower the total PM emissions, it has a contrary effect to raise NOx emissions. To address this effect, a urea-SCR system was used to determine whether the enhanced NOx levels, associated with high rail pressure, could be reduced to Tier 3 levels. A key attraction for this approach is that it eliminates the need for a Diesel particulate filter (DPF) to remove PM emissions. The original CRADA effort was also performed using No.2 Diesel fuel having a maximum sulfur level of 500 ppm. After a few years, the CRADA scope was expanded to include exploration of advanced injection strategies to improve catalyst regeneration and to explore the influence of urea-SCR on PM formation. During this period the emission targets also shifted to meeting more stringent Tier 4 emissions for NOx and PM, and the fuel type was changed to ultra-low sulfur Diesel (ULSD) having a maximum sulfur concentration of 15 ppm. New discoveries were made regarding PM formation at high rail pressures and the influences of oxidation catalysts and urea-SCR catalysts. These results are expected to provide a pathway for lower PM and NOx emissions for both off- and on-highway applications. Industrial in-kind support was available throughout the project period. Review of the research results were carried out on a regular basis (annual reports and meetings) followed by suggestions for improvement in ongoing work and direction for future work. A significant portion of the industrial support was in the form of experimentation, data analysis, data exchange, and technical consultation.

Kass, M.D.

2008-07-15T23:59:59.000Z

307

GRR/Section 3-HI-e - Permit to Construct Upon a State Highway ROW | Open  

Open Energy Info (EERE)

GRR/Section 3-HI-e - Permit to Construct Upon a State Highway ROW GRR/Section 3-HI-e - Permit to Construct Upon a State Highway ROW < GRR Jump to: navigation, search GRR-logo.png GEOTHERMAL REGULATORY ROADMAP Roadmap Home Roadmap Help List of Sections Section 3-HI-e - Permit to Construct Upon a State Highway ROW 03HIEConstructionUponAStateHighwayROW.pdf Click to View Fullscreen Contact Agencies Hawaii Department of Transportation Highways Division Regulations & Policies Hawaii Revised Statute Chapter 264 Hawaii Administrative Rules Title 19, Chapter 102 Hawaii Administrative Rules Title 19, Chapter 105 Triggers None specified Click "Edit With Form" above to add content 03HIEConstructionUponAStateHighwayROW.pdf Error creating thumbnail: Page number not in range. Error creating thumbnail: Page number not in range.

308

Sipping fuel and saving lives: increasing fuel economy without sacrificing safety  

E-Print Network (OSTI)

27 mpg) to the Toyota Prius (46 mpg), a 41 percent fuelemployed. Toyotas hybrid, Prius, gets an estimated 48/45 (ownership. Hybrid Toyota Prius owners save $406, and Honda

Gordon, Deborah; Greene, David L.; Ross, Marc H.; Wenzel, Tom P.

2008-01-01T23:59:59.000Z

309

Analyzing Vehicle Fuel Saving Opportunities through Intelligent Driver Feedback  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

NREL/CP-5400-53864.Posted with permission. NREL/CP-5400-53864.Posted with permission. Presented at the 2012 SAE World Congress, 24-26 April 2012, Detroit, Michigan 2012-01-0494 Analyzing Vehicle Fuel Saving Opportunities Published through Intelligent Driver Feedback 04/16/2012 Jeffrey Gonder, Matthew Earleywine and Witt Sparks National Renewable Energy Laboratory doi:10.4271/2012-01-0494 ABSTRACT While it is well known that "MPG will vary" based on how one drives, little independent research exists on the aggregate

310

Sliding Scale Contingencies for the Highway Construction Project Development Process  

E-Print Network (OSTI)

In the Highway construction project development process, State Highway Agencies (SHA) prepare cost estimates for effective communication to stakeholders and for project cost control. Cost estimates prepared in the planning phase of project development typically in a time range of 10 to 20 years from project letting are characterized by a great deal of uncertainty due to low scope definition. SHAs typically include an amount as contingency in the project cost estimate to cover costs due to unidentified or unquantified risks during project development. However, most of the methods used by SHAs to apply contingency to projects lack consistency in definition and application. This leads to poor communication to stakeholders, project cost escalation and other project control issues due to inaccuracy of baseline cost estimates. This study developed a set of sliding scale contingencies for estimating contingency on highway projects taking into consideration the effect of major factors, such as project complexity that impacts contingency application. Expert opinion was sought through the use of the Delphi technique. Experimental techniques were not suitable for this study due to the exploratory nature of the problem and the lack of data to analyze using empirical methods. The Delphi method typically consists of a series of rounds called questionnaires. Twenty-three professionals with experience in risk assessment and cost estimating agreed to participate in the study. Email was the means of communication using an excel spreadsheet. The assessment was completed in three iterative rounds with controlled feedback to the participants on the panel at the end of each round. Sliding scale contingencies were developed for three levels of project complexity: noncomplex (minor), moderately complex, and most complex (major) projects. The sliding scale contingencies are presented as a final output of this study. This method of estimating contingency provides consistent rationale for estimating contingency. Risks are an inextricable part of the contingency estimating process. Estimators are encouraged to identify and document risks as justification for contingency values applied to a project.

Olumide, Adeniyi O.

2009-12-01T23:59:59.000Z

311

Modelling uncertainty in the sustainability of Intelligent Transport Systems for highways using probabilistic data fusion  

Science Conference Proceedings (OSTI)

The implementation of ITS to increase the efficiency of saturated highways has become increasingly prevalent. It is a high level objective for many international governments and operators that highways should be managed in a way that is both sustainable ... Keywords: Intelligent Transport Systems, Low carbon-energy policy, Uncertainty modelling

Ben Kolosz, Susan Grant-Muller, Karim Djemame

2013-11-01T23:59:59.000Z

312

California's Highway Funding Apportionment Formula: Geographic Redistribution Among Counties  

E-Print Network (OSTI)

revenues from gasoline taxes and other motor vehicle relatedtaxes from motor fuel distributors before the gasoline is

Lem, Lewison Lee

1997-01-01T23:59:59.000Z

313

GRR/Section 3-TX-c - Highway Right of Way Lease | Open Energy Information  

Open Energy Info (EERE)

3-TX-c - Highway Right of Way Lease 3-TX-c - Highway Right of Way Lease < GRR Jump to: navigation, search GRR-logo.png GEOTHERMAL REGULATORY ROADMAP Roadmap Home Roadmap Help List of Sections Section 3-TX-c - Highway Right of Way Lease 03TXCEncroachmentIssues.pdf Click to View Fullscreen Contact Agencies Texas General Land Office Texas Department of Transportation Regulations & Policies 43 TAC 21.600 43 TAC 21.603 43 TAC 21.606 Triggers None specified Click "Edit With Form" above to add content 03TXCEncroachmentIssues.pdf 03TXCEncroachmentIssues.pdf Error creating thumbnail: Page number not in range. Error creating thumbnail: Page number not in range. Flowchart Narrative This flowchart illustrates the procedure for obtaining a state highway asset lease in Texas. The Texas Department of Transportation (TxDOT) may lease any highway asset.

314

Toolkit for Public-Private Partnerships in Roads and Highways | Open Energy  

Open Energy Info (EERE)

form form View source History View New Pages Recent Changes All Special Pages Semantic Search/Querying Get Involved Help Apps Datasets Community Login | Sign Up Search Page Edit with form History Facebook icon Twitter icon » Toolkit for Public-Private Partnerships in Roads and Highways Jump to: navigation, search Tool Summary Name: Toolkit for Public-Private Partnerships in Roads and Highways Agency/Company /Organization: World Bank Sector: Energy Focus Area: Transportation Resource Type: Guide/manual User Interface: Website Website: www.ppiaf.org/ppiaf/sites/ppiaf.org/files/documents/toolkits/highwayst Cost: Free Toolkit for Public-Private Partnerships in Roads and Highways Screenshot References: Toolkit for Public-Private Partnerships in Roads and Highways[1] "The Toolkit for Public-Private Partnership in Roads and Highways is to

315

Fuel Oil and Kerosene Sales - Energy Information Administration  

U.S. Energy Information Administration (EIA) Indexed Site

Petrolem Reports Petrolem Reports Fuel Oil and Kerosene Sales With Data for 2012 | Release Date: November 15, 2013 | Next Release Date: November 2014 Previous Issues Year: 2012 2011 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 Go The Fuel Oil and Kerosene Sales 2012 report provides information, illustrations and State-level statistical data on end-use sales of kerosene; No.1, No. 2, and No. 4 distillate fuel oil; and residual fuel oil. State-level kerosene sales include volumes for residential, commercial, industrial, farm, and all other uses. State-level distillate sales include volumes for residential, commercial, industrial, oil company, railroad, vessel bunkering, military, electric utility, farm, on-highway, off-highway construction, and other uses. State-level residual fuel sales

316

Gasoline and Diesel Fuel Update  

Gasoline and Diesel Fuel Update (EIA)

Price Data Collection Procedures Price Data Collection Procedures Every Monday, cash self-serve on-highway diesel prices (including taxes) are collected from a sample of approximately 400 retail diesel outlets in the continental U.S. The sample includes a combination of truck stops and service stations that sell on-highway diesel fuel. The data represent the price of ultra low sulfur diesel (ULSD) which contains less than 15 parts-per-million sulfur. The prices are collected via telephone, fax, email, or the internet from participating outlets. All collected prices are subjected to automated edit checks during data collection and data processing. Data flagged by the edits are verified with the respondents. Imputation is used for companies that cannot be contacted and for reported prices that are extreme outliers.

317

Temporary Losses of Highway Capacity and Impacts on Performance  

NLE Websites -- All DOE Office Websites (Extended Search)

3 3 Temporary Losses of Highway Capacity and Impacts on Performance May 2002 Prepared by S. M. Chin O. Franzese D. L. Greene H. L. Hwang Oak Ridge National Laboratory Oak Ridge, Tennessee R. C. Gibson The University of Tennessee Knoxville, Tennessee DOCUMENT AVAILABILITY Reports produced after January 1, 1996, are generally available free via the U.S. Department of Energy (DOE) Information Bridge: Web site: http://www.osti.gov/bridge Reports produced before January 1, 1996, may be purchased by members of the public from the following source: National Technical Information Service 5285 Port Royal Road Springfield, VA 22161 Telephone: 703-605-6000 (1-800-553-6847) TDD: 703-487-4639 Fax: 703-605-6900 E-mail: info@ntis.fedworld.gov

318

THE FEDERAL HIGHWAY ADMINISTRATION GASOHOL CONSUMPTION ESTIMATION MODEL  

NLE Websites -- All DOE Office Websites (Extended Search)

10 10 THE FEDERAL HIGHWAY ADMINISTRATION GASOHOL CONSUMPTION ESTIMATION MODEL August 2003 Ho-Ling Hwang Lorena F. Truett Stacy C. Davis DOCUMENT AVAILABILITY Reports produced after January 1, 1996, are generally available free via the U.S. Department of Energy (DOE) Information Bridge. Web site http://www.osti.gov/bridge Reports produced before January 1, 1996, may be purchased by members of the public from the following source. National Technical Information Service 5285 Port Royal Road Springfield, VA 22161 Telephone 703-605-6000 (1-800-553-6847) TDD 703-487-4639 Fax 703-605-6900 E-mail info@ntis.fedworld.gov Web site http://www.ntis.gov/support/ordernowabout.htm Reports are available to DOE employees, DOE contractors, Energy Technology Data Exchange

319

Analysis of automated highway system risks and uncertainties. Volume 5  

SciTech Connect

This volume describes a risk analysis performed to help identify important Automated Highway System (AHS) deployment uncertainties and quantify their effect on costs and benefits for a range of AHS deployment scenarios. The analysis identified a suite of key factors affecting vehicle and roadway costs, capacities and market penetrations for alternative AHS deployment scenarios. A systematic protocol was utilized for obtaining expert judgments of key factor uncertainties in the form of subjective probability percentile assessments. Based on these assessments, probability distributions on vehicle and roadway costs, capacity and market penetration were developed for the different scenarios. The cost/benefit risk methodology and analysis provide insights by showing how uncertainties in key factors translate into uncertainties in summary cost/benefit indices.

Sicherman, A.

1994-10-01T23:59:59.000Z

320

Inductive power coupling for an electric highway system  

DOE Green Energy (OSTI)

A Dual Mode Electric Transporation (DMET) system is under development in which energy is electromagnetically transferred from a powered roadway to moving vehicles. Energy from the roadway can be used for high-speed, long-range travel and for replenishing energy stored in the vehicle in batteries or flywheels. The stored energy is then available for short-range travel off the powered highway network. The power coupling between roadway and vehicle is functionally similar to a transformer. A source is embedded in the roadway flush with the surface. When the vehicle's pickup is suspended over the source, energy is magnetically coupled through the clearance air gap between pickup and roadway source. The electromagnetic coupling mechanism was extensively studied through computer models, circuit analyses, and by tests of a full-size physical prototype. The results of these tests are described.

Bolger, J.G.; Kirsten, F.A.; Ng, L.S.

1978-01-01T23:59:59.000Z

Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


321

WEB_UPDATE_FEG2004_BODY.pmd  

NLE Websites -- All DOE Office Websites (Extended Search)

WWW.FUELECONOMY.GOV WWW.FUELECONOMY.GOV ABBREVIATIONS: A .............. Automatic Transmission A-S .......... Special Automatic Transmission AV ........... Continuously Variable Transmission City .......... MPG on City Test Procedure CNG ........ Compressed Natural Gas Conv ........ Convertible E85 .......... 85% Ethanol/15% Gasoline Eng Size .. Engine Volume in Liters FFV ......... Flexible Fuel Vehicle Hwy ......... MPG on Highway Test Procedure LB............ Lean Burn Fuel System LPG ......... Liquified Petroleum Gas M ............. Manual Transmission NA ........... Not Available Trans ....... Transmission HYBRID-ELECTRIC VEHICLES Forester AWD ............................. M-5 ..... 2.5/4 .. 18/23 . $1,200 .. P T .................................................... M-5 ..... 2.5/4 .. 21/28 .... $876 SUZUKI Grand Vitara 4WD

322

New NHTSA CAFE Standards (released in AEO2009)  

Reports and Publications (EIA)

EISA2007 requires the National Highway Traffic Safety Administration (NHTSA) to raise the CAFE standards for passenger cars and light trucks to ensure that the average tested fuel economy of the combined fleet of all new passenger cars and light trucks sold in the United States in model year (MY) 2020 equals or exceeds 35 mpg, 34 percent above the current fleet average of 26.4 mpg. Pursuant to this legislation, NHTSA recently proposed revised CAFE standards that substantially increase the minimum fuel economy requirements for passenger cars and light trucks for MY 2011 through MY 2015.

Information Center

2009-03-31T23:59:59.000Z

323

Fuel oil and kerosene sales 1995  

Science Conference Proceedings (OSTI)

This publication contains the 1995 survey results of the ``Annual Fuel Oil and Kerosene Sales Report`` (Form EIA-821). This is the seventh year that the survey data have appeared in a separate publication. Except for the kerosene and on-highway diesel information, data presented in Tables 1 through 12 (Sales of Fuel Oil and Kerosene) present results of the EIA-821 survey. Tables 13 through 24 (Adjusted Sales of Fuel Oil and Kerosene) include volumes that are based on the EIA-821 survey but have been adjusted to equal the product supplied volumes published in the Petroleum Supply Annual (PSA). 24 tabs.

NONE

1996-09-01T23:59:59.000Z

324

Alternative Fuels Data Center: Liquefied Gas Tax  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Liquefied Gas Tax to Liquefied Gas Tax to someone by E-mail Share Alternative Fuels Data Center: Liquefied Gas Tax on Facebook Tweet about Alternative Fuels Data Center: Liquefied Gas Tax on Twitter Bookmark Alternative Fuels Data Center: Liquefied Gas Tax on Google Bookmark Alternative Fuels Data Center: Liquefied Gas Tax on Delicious Rank Alternative Fuels Data Center: Liquefied Gas Tax on Digg Find More places to share Alternative Fuels Data Center: Liquefied Gas Tax on AddThis.com... More in this section... Federal State Advanced Search All Laws & Incentives Sorted by Type Liquefied Gas Tax A use tax of $0.14 per gallon is imposed on liquefied gas used for operating motor vehicles on public highways in addition to a pre-paid annual vehicle tax according to the following: Maximum Gross Vehicle Weight Rating Tax

325

Highway De-icing Snowmelt Low Temperature Geothermal Facility | Open Energy  

Open Energy Info (EERE)

Highway De-icing Snowmelt Low Temperature Geothermal Facility Highway De-icing Snowmelt Low Temperature Geothermal Facility Jump to: navigation, search Name Highway De-icing Snowmelt Low Temperature Geothermal Facility Facility Highway De-icing Sector Geothermal energy Type Snowmelt Location Klamath Falls, Oregon Coordinates 42.224867°, -121.7816704° Loading map... {"minzoom":false,"mappingservice":"googlemaps3","type":"ROADMAP","zoom":14,"types":["ROADMAP","SATELLITE","HYBRID","TERRAIN"],"geoservice":"google","maxzoom":false,"width":"600px","height":"350px","centre":false,"title":"","label":"","icon":"","visitedicon":"","lines":[],"polygons":[],"circles":[],"rectangles":[],"copycoords":false,"static":false,"wmsoverlay":"","layers":[],"controls":["pan","zoom","type","scale","streetview"],"zoomstyle":"DEFAULT","typestyle":"DEFAULT","autoinfowindows":false,"kml":[],"gkml":[],"fusiontables":[],"resizable":false,"tilt":0,"kmlrezoom":false,"poi":true,"imageoverlays":[],"markercluster":false,"searchmarkers":"","locations":[]}

326

Application to Occupy or Perform Operations Upon a State Highway | Open  

Open Energy Info (EERE)

Occupy or Perform Operations Upon a State Highway Occupy or Perform Operations Upon a State Highway Jump to: navigation, search GEOTHERMAL ENERGYGeothermal Home Reference Material: Application to Occupy or Perform Operations Upon a State Highway Details Activities (0) Areas (0) Regions (0) Abstract: Unavailable Author(s): Unknown Published: Publisher Unknown, Date Unknown Document Number: Unavailable DOI: Unavailable Source: View Original Document Retrieved from "http://en.openei.org/w/index.php?title=Application_to_Occupy_or_Perform_Operations_Upon_a_State_Highway&oldid=675630" Category: Reference Materials What links here Related changes Special pages Printable version Permanent link Browse properties 429 Throttled (bot load) Error 429 Throttled (bot load) Throttled (bot load) Guru Meditation: XID: 1863281925

327

Midwest (PADD 2) No 2 Diesel Sales/Deliveries to On-Highway ...  

U.S. Energy Information Administration (EIA)

Midwest (PADD 2) No 2 Diesel Sales/Deliveries to On-Highway Consumers (Thousand Gallons) Decade Year-0 Year-1 Year-2 Year-3 Year-4 Year-5 Year-6 Year-7 Year-8 Year-9;

328

U.S. No 2 Diesel Sales/Deliveries to On-Highway Consumers ...  

U.S. Energy Information Administration (EIA)

No 2 Diesel Sales/Deliveries to On-Highway Consumers (Thousand Gallons) Decade Year-0 Year-1 Year-2 Year-3 Year-4 Year-5 Year-6 Year-7 Year-8 Year-9; 1980's: 16,797,423:

329

Montana No 2 Diesel Sales/Deliveries to On-Highway Consumers ...  

U.S. Energy Information Administration (EIA)

Montana No 2 Diesel Sales/Deliveries to On-Highway Consumers (Thousand Gallons) Decade Year-0 Year-1 Year-2 Year-3 Year-4 Year-5 Year-6 Year-7 Year-8 Year-9; 1980's ...

330

Newfound land : urban highway removal and planning the land it uncovers  

E-Print Network (OSTI)

When the interstate highway system was routed through urban centers during the 1950's and 1960's, few thought these elevated expressways would have a serious detrimental impact on the cities they served. These interstates ...

Masenten, David J. (David Joel), 1974-

2004-01-01T23:59:59.000Z

331

Applying Safety Treatments To Rail-Highway At-Grade Crossings  

E-Print Network (OSTI)

Highway-Rail Grade Crossings, Transportation Research Board,California Research Bureau, the commissions rail crossingRail Grade Crossing Incidents from 1994 to 200.3 Research

Cooper, Douglas L; Ragland, David R

2012-01-01T23:59:59.000Z

332

Estimation of economic impact of freight distribution due to highway closure  

E-Print Network (OSTI)

The main aim of this study is to provide a theoretical framework and methodology to estimate and analyze the economic impact of freight disruption due to highway closure. The costs in this study will be classified into ...

Hu, Shiyin

2008-01-01T23:59:59.000Z

333

Evaluation of a wildlife underpass on Vermont State Highway 289 in Essex, Vermont  

E-Print Network (OSTI)

Scharf, technicians for the Vermont Department of Fish andEVALUATION OF A WILDLIFE UNDERPASS ON VERMONT STATE HIGHWAY289 IN ESSEX, VERMONT John M. Austin and Larry Garland,

Austin, John M.; Garland, Larry

2001-01-01T23:59:59.000Z

334

Alternative energy sources for non-highway transportation: technical section  

DOE Green Energy (OSTI)

Eighteen different alternative fuels were considered in the preliminary screening, from three basic resource bases. Coal can be used to provide 13 of the fuels; oil shale was the source for three of the fuels; and biomass provided the resource base for two fuels not provided from coal. In the case of biomass, six different fuels were considered. Nuclear power and direct solar radiation were also considered. The eight prime movers that were considered in the preliminary screening are boiler/steam turbine; open and closed cycle gas turbines; low and medium speed diesels; spark ignited and stratified charge Otto cycles; electric motor; Stirling engine; free piston; and fuel cell/electric motor. Modes of transport considered are pipeline, marine, railroad, and aircraft. Section 2 gives the overall summary and conclusions, the future outlook for each mode of transportation, and the R and D suggestions by mode of transportation. Section 3 covers the preliminary screening phase and includes a summary of the data base used. Section 4 presents the methodology used to select the fuels and prime movers for the detailed study. Sections 5 through 8 cover the detailed evaluation of the pipeline, marine, railroad, and aircraft modes of transportation. Section 9 covers the demand related issues.

Not Available

1980-06-01T23:59:59.000Z

335

EIA - AEO2010 - Liquid fuels taxes and tax credits  

Gasoline and Diesel Fuel Update (EIA)

Liquid fuels taxes and tax credits Liquid fuels taxes and tax credits Annual Energy Outlook 2010 with Projections to 2035 Liquid fuels taxes and tax credits This section provides a review of the treatment of Federal fuels taxes and tax credits in AEO2010. Excise taxes on highway fuel The treatment of Federal highway fuel taxes remains unchanged from the previous year’s AEO. Gasoline is taxed at 18.4 cents per gallon, diesel fuel at 24.4 cents per gallon, and jet fuel at 4.4 cents per gallon, consistent with current laws and regulations. Consistent with Federal budgeting procedures, which dictate that excise taxes dedicated to a trust fund, if expiring, are assumed to be extended at current rates, these taxes are maintained at their present levels, without adjustment for inflation, throughout the projection [9]. State fuel taxes are calculated on the basis of a volume-weighted average for diesel, gasoline, and jet fuels. The State fuel taxes were updated as of July 2009 [10] and are held constant in real terms over the projection period, consistent with historical experience.

336

Technical Support Document: 50% Energy Savings Design Technology Packages for Highway Lodging Buildings  

SciTech Connect

This Technical Support Document (TSD) describes the process, methodology and assumptions for development of the 50% Energy Savings Design Technology Packages for Highway Lodging Buildings, a design guidance document intended to provide recommendations for achieving 50% energy savings in highway lodging properties over the energy-efficiency levels contained in ANSI/ASHRAE/IESNA Standard 90.1-2004, Energy Standard for Buildings Except Low-Rise Residential Buildings.

Jiang, Wei; Gowri, Krishnan; Lane, Michael D.; Thornton, Brian A.; Rosenberg, Michael I.; Liu, Bing

2009-09-28T23:59:59.000Z

337

A Sublogarithmic Approximation for Highway and Tollbooth Pricing  

E-Print Network (OSTI)

An instance of the tollbooth problem consists of an undirected network and a collection of single-minded customers, each of which is interested in purchasing a fixed path subject to an individual budget constraint. The objective is to assign a per-unit price to each edge in a way that maximizes the collective revenue obtained from all customers. The revenue generated by any customer is equal to the overall price of the edges in her desired path, when this cost falls within her budget; otherwise, that customer will not purchase any edge. Our main result is a deterministic algorithm for the tollbooth problem on trees whose approximation ratio is O(log m / log log m), where m denotes the number of edges in the underlying graph. This finding improves on the currently best performance guarantees for trees, due to Elbassioni et al. (SAGT '09), as well as for paths (commonly known as the highway problem), due to Balcan and Blum (EC '06). An additional interesting consequence is a computational separation between tol...

Gamzu, Iftah

2010-01-01T23:59:59.000Z

338

Financing West Virginia's Highways: Challenges and Opportunities1  

E-Print Network (OSTI)

........................17 6.0 Motor Fuel Excise Tax: Options ............................................................................................................ 25 7.0 Sales/Privilege Tax: Options) ....................................................................................................................................................... 38 Figure A2 Weekly U.S. Regular Retail Gasoline Prices (Cents per Gallon

Mohaghegh, Shahab

339

Fuel Used for Off-Road Recreation: A Reassessment of the Fuel Use Model  

SciTech Connect

The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) established a National Recreational Trails Funding Program and the National Recreational Trails Trust Fund. ISTEA required that certain tax revenue generated from the sales of motor fuel used for off-road recreation be transferred from the Highway Trust Funds to the Trails Trust Fund for recreational trail and facility improvements. In order to apportion the Trails Trust Fund to individual States equitably, the Federal Highway Administration (FHWA) asked the Oak Ridge National Laboratory (ORNL) in 1993 to estimate the amount of motor fuel used for off-road recreation in the State level by different vehicle types. A modification of the methodology developed by ORNL has been used to apportion funds to the States since that time.

Davis, S.C.; Truett, L.F.; Hu, P.S.

1999-07-01T23:59:59.000Z

340

Power Ecalene Fuels Inc | Open Energy Information  

Open Energy Info (EERE)

Ecalene Fuels Inc Ecalene Fuels Inc Jump to: navigation, search Logo: Power Ecalene Fuels Inc Name Power Ecalene Fuels Inc Address 18300 W Highway 72 Place Arvada, Colorado Zip 80007 Sector Biofuels Product Mixed alcohol transportation fuel Website http://www.powerecalene.com/ Coordinates 39.862942°, -105.206509° Loading map... {"minzoom":false,"mappingservice":"googlemaps3","type":"ROADMAP","zoom":14,"types":["ROADMAP","SATELLITE","HYBRID","TERRAIN"],"geoservice":"google","maxzoom":false,"width":"600px","height":"350px","centre":false,"title":"","label":"","icon":"","visitedicon":"","lines":[],"polygons":[],"circles":[],"rectangles":[],"copycoords":false,"static":false,"wmsoverlay":"","layers":[],"controls":["pan","zoom","type","scale","streetview"],"zoomstyle":"DEFAULT","typestyle":"DEFAULT","autoinfowindows":false,"kml":[],"gkml":[],"fusiontables":[],"resizable":false,"tilt":0,"kmlrezoom":false,"poi":true,"imageoverlays":[],"markercluster":false,"searchmarkers":"","locations":[{"text":"","title":"","link":null,"lat":39.862942,"lon":-105.206509,"alt":0,"address":"","icon":"","group":"","inlineLabel":"","visitedicon":""}]}

Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


341

TEPP - Spent Nuclear Fuel | Department of Energy  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

- Spent Nuclear Fuel - Spent Nuclear Fuel TEPP - Spent Nuclear Fuel This scenario provides the planning instructions, guidance, and evaluation forms necessary to conduct an exercise involving a highway shipment of spent nuclear fuel. This exercise manual is one in a series of five scenarios developed by the Department of Energy Transportation Emergency Preparedness Program. Responding agencies may include several or more of the following: local municipal and county fire, police, sheriff, and Emergency Medical Services (EMS) personnel; state, local, and federal emergency response teams; emergency response contractors;and other emergency response resources that could potentially be provided by the carrier and the originating facility (shipper). Spent Nuclear Fuel.docx More Documents & Publications

342

ABBREVIATIONS: Eng Engine Volume in Liters Cyl  

NLE Websites -- All DOE Office Websites (Extended Search)

ABBREVIATIONS: Eng ........... Engine Volume in Liters Cyl ............ Number of Cylinders Cty ............ MPG on City Test Procedure Hwy .......... MPG on Highway Test Procedure Trans ........ Transmission Type Auto ......... Automatic Transmission Man .......... Manual Transmission ) ........ LPG vehicle available D ........ Ethanol vehicle available 0. ....... Electric vehicle available 5 ........ Diesel vehicle available + ....... CNG vehicle available ✔ ......... Most fuel-efficient manual or automatic per class P ............... Premium Gasoline T ............... Turbocharger/Supercharger $ ............... Subject to Gas Guzzler Tax M Mode .... Multi-mode transmission SOHC ....... Single Overhead Cam DOHC ...... Double Overhead Cam VTEC ....... Variable Valve Timing and Lift Electronic Control

343

Energy 101: Algae-to-Fuel | Department of Energy  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Algae-to-Fuel Algae-to-Fuel Energy 101: Algae-to-Fuel Addthis Below is the text version for the Energy 101: Algae-to-Fuel video: The video opens with "Energy 101: Algae-to-Fuel." Shots of vehicles driving on highways. We all need fuel to get around. And as America takes steps to improve our energy security, homegrown fuel sources are more important than ever. Close-up shots of algae, followed by a shots of an algae farm and raceway ponds. The Energy Department is researching one of the fuel sources of the future found here: in algae. Have a look at this algae farm. These large, man-made ponds are called raceways, and they cultivate a new crop of algae every few weeks. Various shots of algae in raceway ponds. Text appears on screen: "Microalgae - Up to 60X Oil of Land-Based Plants."

344

Safety analysis of natural gas vehicles transiting highway tunnel  

Science Conference Proceedings (OSTI)

A safety analysis was performed to assess the relative hazard of compressed natural gas (CNG) fueled vehicles traveling on various tunnels and bridges in New York City. The study considered those hazards arising from the release of fuel from CNG vehicles ranging in size from a passenger sedan to a full size 53 passenger bus. The approach used was to compare the fuel hazard of CNG vehicles to the fuel hazard of gasoline vehicles. The risk was assessed by estimating the frequency of occurrence and the severity of the hazard. The methodology was a combination of analyzing accident data, performing a diffusion analysis of the gas released in the tunnel and determining the consequences of ignition. Diffusion analysis was performed using the TEMPEST code for various accident scenarios resulting in CNG release inside the Holland Tunnel. The study concluded that the overall hazard of CNG vehicles transiting a ventilated tunnel is less than the hazard from a comparable gasoline fueled vehicle. 134 refs., 23 figs., 24 tabs.

Shaaban, S.H.; Zuzovsky, M.; Anigstein, R.

1989-01-01T23:59:59.000Z

345

Table 5.24 Retail Motor Gasoline and On-Highway Diesel Fuel ...  

U.S. Energy Information Administration (EIA)

... 1949-1973-Platt's Oil Price Handbook and Oilmanac, 1974, 51st Edition. - 1974 forward-U.S. Energy Information Administration (EIA), ...

346

Table 5.24 Retail Motor Gasoline and On-Highway Diesel Fuel ...  

U.S. Energy Information Administration (EIA)

Sources: Motor Gasoline by Grade: 1949-1973 Platt's Oil Price Handbook and Oilmanac, 1974, 51st Edition.

347

Table 9.4 Retail Motor Gasoline and On-Highway Diesel Fuel ...  

U.S. Energy Information Administration (EIA)

19491973Platts Oil Price Handbook and Oilmanac, 1974, 51st Edition. ... Selected years of data from 1949 through 1972 have been added to this table.

348

Alternative Fuels Data Center  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Indiana Incentives and Laws Indiana Incentives and Laws The following is a list of expired, repealed, and archived incentives, laws, regulations, funding opportunities, or other initiatives related to alternative fuels and vehicles, advanced technologies, or air quality. Natural Gas Vehicle (NGV) Safety Requirement Archived: 08/01/2013 An individual may not operate an NGV on a highway outside the corporate limits of a municipality from a half hour after sunset to a half hour before sunrise unless the vehicle carries at least three red electric lanterns or three portable red emergency reflectors. NGVs are prohibited from carrying a flare, fuse, or signal produced by flame. (Reference Indiana Code 9-19-5-6) Electric Vehicle Supply Equipment (EVSE) Incentive - Duke Energy Archived: 12/31/2012

349

Alternative Fuels Data Center  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Hawaii Incentives and Laws Hawaii Incentives and Laws The following is a list of expired, repealed, and archived incentives, laws, regulations, funding opportunities, or other initiatives related to alternative fuels and vehicles, advanced technologies, or air quality. Plug-In Electric Vehicle (PEV) Charging Rate Incentive - Hawaiian Electric Company Expired: 10/01/2013 Hawaiian Electric Company offers Electric Vehicle (EV) Pilot Rates for residential and commercial customers. The pilot PEV rates are available to 1,000 customers on Oahu, 300 in Maui County, and 300 on the Island of Hawaii for charging highway-capable, four-wheeled PEVs. The pilot will remain in effect until October 1, 2013. For more information, see the Hawaiian Electric Company EVs website. Plug-in Electric Vehicle (PEV) Promotion

350

Process Refinements - Accounting for Motor-Fuel Losses  

NLE Websites -- All DOE Office Websites (Extended Search)

Accounting for Motor-Fuel Losses Accounting for Motor-Fuel Losses Motor fuel may be lost by leakage from storage tanks, spillage, fire, or other means; in addition, measurement differences brought about by temperature or other conditions and meter faults can result in apparent losses. Because this lost fuel is neither consumed on the highway nor used for off-highway purposes, it presents a problem for determining the appropriate base for taxation. In the past, FHWA allowed States to report actual losses or a percentage loss, which was capped at 1%. Usage data for States that did not report losses were not adjusted by FHWA to account for losses. In addition, diesel losses were not considered significant and were not counted. During the reassessment meetings and in the Federal Register notice of August 17, 2000, it was recommended that actual diesel losses also be documented and reported. However, because diesel reporting accounts for actual on-highway fuel use, a reporting of diesel losses is unnecessary.

351

Gas Mileage of 2005 Vehicles by Lincoln  

NLE Websites -- All DOE Office Websites (Extended Search)

MPG Estimates Shared By Vehicle Owners 11 City 13 Combined 17 Highway 2005 Lincoln Town Car 8 cyl, 4.6 L, Automatic 4-spd, Regular Gasoline Compare 2005 Lincoln Town Car View MPG...

352

Gas Mileage of 2006 Vehicles by Lincoln  

NLE Websites -- All DOE Office Websites (Extended Search)

MPG Estimates Shared By Vehicle Owners 11 City 13 Combined 16 Highway 2006 Lincoln Town Car 8 cyl, 4.6 L, Automatic 4-spd, Regular Gasoline Compare 2006 Lincoln Town Car View MPG...

353

Gas Mileage of 2002 Vehicles by Lincoln  

NLE Websites -- All DOE Office Websites (Extended Search)

MPG Estimates Shared By Vehicle Owners 10 City 12 Combined 15 Highway 2002 Lincoln Town Car 8 cyl, 4.6 L, Automatic 4-spd, Regular Gasoline Compare 2002 Lincoln Town Car View MPG...

354

Gas Mileage of 1994 Vehicles by Lincoln  

NLE Websites -- All DOE Office Websites (Extended Search)

MPG Estimates Shared By Vehicle Owners 16 City 18 Combined 23 Highway 1994 Lincoln Town Car 8 cyl, 4.6 L, Automatic 4-spd, Regular Gasoline Compare 1994 Lincoln Town Car View MPG...

355

Gas Mileage of 2004 Vehicles by Lincoln  

NLE Websites -- All DOE Office Websites (Extended Search)

MPG Estimates Shared By Vehicle Owners 11 City 13 Combined 16 Highway 2004 Lincoln Town Car 8 cyl, 4.6 L, Automatic 4-spd, Regular Gasoline Compare 2004 Lincoln Town Car View MPG...

356

Gas Mileage of 2010 Vehicles by Honda  

NLE Websites -- All DOE Office Websites (Extended Search)

MPG Estimates Shared By Vehicle Owners 21 City 24 Combined 29 Highway 2010 Honda Civic CNG 4 cyl, 1.8 L, Automatic 5-spd, CNG Compare 2010 Honda Civic CNG View MPG Estimates...

357

Gas Mileage of 2009 Vehicles by Honda  

NLE Websites -- All DOE Office Websites (Extended Search)

MPG Estimates Shared By Vehicle Owners 21 City 24 Combined 29 Highway 2009 Honda Civic CNG 4 cyl, 1.8 L, Automatic 5-spd, CNG Compare 2009 Honda Civic CNG View MPG Estimates...

358

Gas Mileage of 2006 Vehicles by Honda  

NLE Websites -- All DOE Office Websites (Extended Search)

MPG Estimates Shared By Vehicle Owners 20 City 23 Combined 29 Highway 2006 Honda Civic CNG 4 cyl, 1.8 L, Automatic 5-spd, CNG Compare 2006 Honda Civic CNG View MPG Estimates...

359

Gas Mileage of 2007 Vehicles by Honda  

NLE Websites -- All DOE Office Websites (Extended Search)

MPG Estimates Shared By Vehicle Owners 20 City 23 Combined 29 Highway 2007 Honda Civic CNG 4 cyl, 1.8 L, Automatic 5-spd, CNG Compare 2007 Honda Civic CNG View MPG Estimates...

360

FUEL ASSEMBLY SHAKER TEST SIMULATION  

SciTech Connect

This report describes the modeling of a PWR fuel assembly under dynamic shock loading in support of the Sandia National Laboratories (SNL) shaker test campaign. The focus of the test campaign is on evaluating the response of used fuel to shock and vibration loads that a can occur during highway transport. Modeling began in 2012 using an LS-DYNA fuel assembly model that was first created for modeling impact scenarios. SNLs proposed test scenario was simulated through analysis and the calculated results helped guide the instrumentation and other aspects of the testing. During FY 2013, the fuel assembly model was refined to better represent the test surrogate. Analysis of the proposed loads suggested the frequency band needed to be lowered to attempt to excite the lower natural frequencies of the fuel assembly. Despite SNLs expansion of lower frequency components in their five shock realizations, pretest predictions suggested a very mild dynamic response to the test loading. After testing was completed, one specific shock case was modeled, using recorded accelerometer data to excite the model. Direct comparison of predicted strain in the cladding was made to the recorded strain gauge data. The magnitude of both sets of strain (calculated and recorded) are very low, compared to the expected yield strength of the Zircaloy-4 material. The model was accurate enough to predict that no yielding of the cladding was expected, but its precision at predicting micro strains is questionable. The SNL test data offers some opportunity for validation of the finite element model, but the specific loading conditions of the testing only excite the fuel assembly to respond in a limited manner. For example, the test accelerations were not strong enough to substantially drive the fuel assembly out of contact with the basket. Under this test scenario, the fuel assembly model does a reasonable job of approximating actual fuel assembly response, a claim that can be verified through direct comparison of model results to recorded test results. This does not offer validation for the fuel assembly model in all conceivable cases, such as high kinetic energy shock cases where the fuel assembly might lift off the basket floor to strike to basket ceiling. This type of nonlinear behavior was not witnessed in testing, so the model does not have test data to be validated against.a basis for validation in cases that substantially alter the fuel assembly response range. This leads to a gap in knowledge that is identified through this modeling study. The SNL shaker testing loaded a surrogate fuel assembly with a certain set of artificially-generated time histories. One thing all the shock cases had in common was an elimination of low frequency components, which reduces the rigid body dynamic response of the system. It is not known if the SNL test cases effectively bound all highway transportation scenarios, or if significantly greater rigid body motion than was tested is credible. This knowledge gap could be filled through modeling the vehicle dynamics of a used fuel conveyance, or by collecting acceleration time history data from an actual conveyance under highway conditions.

Klymyshyn, Nicholas A.; Sanborn, Scott E.; Adkins, Harold E.; Hanson, Brady D.

2013-05-30T23:59:59.000Z

Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


361

Calculation of Extreme Wave Loads on Coastal Highway Bridges  

E-Print Network (OSTI)

Coastal bridges are exposed to severe wave, current and wind forces during a hurricane. Most coastal bridges are not designed to resist wave loads in such extreme situations, and there are no existing analytical methods to calculate wave loads on coastal highway bridges. This study focuses on developing a new scheme to estimate the extreme wave loads on bridges for designing purpose. In order to do this, a 2D wave velocity potential model (2D Model) is set up for the deterministic analysis of wave force on bridge decks. 2D Model is a linear wave model, which has the capability of calculating wave velocity potential components in time domain based on wave parameters such as wave height, wave period and water depth, and complex structural geometries. 2D Model has Laplace equation as general equation. The free surface boundary, incoming and outgoing wave boundary conditions are linearized, decomposed first, and then solved by the finite difference method. Maximum wave forces results calculated by the linear 2D Model are compared with results from CFD software Flow3D that is using Navier Stokes theory up to the 5th order; and 2D Model is validated by comparing results with experiment data. A case study is conducted for calculating extreme wave forces on I-10 Bridge across Escambia Bay, Florida during Hurricane Ivan in September 2004.SWAN model is adapted to investigate the parameters of wave heights and wave periods around bridge sites. SWAN model has the capability of predicting or hindcasting significant wave heights and wave periods as long as the domain and input parameters are given. The predicted significant wave heights are compared with measurements by Buoy Station 42039 and 42040 nearest to Escambia Bay. A new prediction equation of maximum uplift wave forces on bridge decks is developed in terms of wave height, wave period, water depth, bridge width, water clearance and over top water load. To develop the equations, the relationship is investigated between maximum uplift wave forces and wave parameters, water clearance, green water effects and bridge width. 2D Model is used for up to 1886 cases with difference parameters. Flow3D model is adopted to determine coefficients of water clearance and green water effects, which cannot be calculated by 2D Model.

Meng, Bo

2008-12-01T23:59:59.000Z

362

Hydrogen-fueled polymer electrolyte fuel cell systems for transportation.  

DOE Green Energy (OSTI)

The performance of a polymer electrolyte fuel cell (PEFC) system that is fueled directly by hydrogen has been evaluated for transportation vehicles. The performance was simulated using a systems analysis code and a vehicle analysis code. The results indicate that, at the design point for a 50-kW PEFC system, the system efficiency is above 50%. The efficiency improves at partial load and approaches 60% at 40% load, as the fuel cell operating point moves to lower current densities on the voltage-current characteristic curve. At much lower loads, the system efficiency drops because of the deterioration in the performance of the compressor, expander, and, eventually, the fuel cell. The results also indicate that the PEFC system can start rapidly from ambient temperatures. Depending on the specific weight of the fuel cell (1.6 kg/kW in this case), the system takes up to 180s to reach its design operating conditions. The PEFC system has been evaluated for three mid-size vehicles: the 1995 Chrysler Sedan, the near-term Ford AIV (Aluminum Intensive Vehicle) Sable, and the future P2000 vehicle. The results show that the PEFC system can meet the demands of the Federal Urban Driving Schedule and the Highway driving cycles, for both warm and cold start-up conditions. The results also indicate that the P2000 vehicle can meet the fuel economy goal of 80 miles per gallon of gasoline (equivalent).

Ahluwalia, R.; Doss, E.D.; Kumar, R.

1998-10-19T23:59:59.000Z

363

Air quality impacts of highway construction and scheduling. Research report, September 1996--May 1998  

Science Conference Proceedings (OSTI)

In addition to the state`s four urban areas currently designated as non-attainment areas, there is one maintenance area and four non-attainment areas. A large proportion of the state`s population resides within these nine urban areas. This project provides information to the Texas Department of Transportation on the impacts of highway construction on corridor and regional mobile source emissions inventories. The project also provides information on the additional construction costs incurred by highway contractors who are required to participate in ozone alert programs. This information will allow the Department to make more informed policy decisions on whether or not to include highway construction projects in ozone alert programs.

Perkinson, D.G.

1998-05-01T23:59:59.000Z

364

Intermodal transfer of spent fuel  

Science Conference Proceedings (OSTI)

As a result of the international standardization of containerized cargo handling in ports around the world, maritime shipment handling is particularly uniform. Thus, handier exposure parameters will be relatively constant for ship-truck and ship-rail transfers at ports throughout the world. Inspectors' doses are expected to vary because of jurisdictional considerations. The results of this study should be applicable to truck-to-rail transfers. A study of the movement of spent fuel casks through ports, including the loading and unloading of containers from cargo vessels, afforded an opportunity to estimate the radiation doses to those individuals handling the spent fuels with doses to the public along subsequent transportation routes of the fuel. A number of states require redundant inspections and for escorts over long distances on highways; thus handlers, inspectors, escort personnel, and others who are not normally classified as radiation workers may sustain doses high enough to warrant concern about occupational safety. This paper addresses the question of radiation safety for these workers. Data were obtained during, observation of the offloading of reactor spent fuel (research reactor spent fuel, in this instance) which included estimates of exposure times and distances for handlers, inspectors and other workers during offloading and overnight storage. Exposure times and distance were also for other workers, including crane operators, scale operators, security personnel and truck drivers. RADTRAN calculational models and parameter values then facilitated estimation of the dose to workers during incident-free ship-to-truck transfer of spent fuel.

Neuhauser, K.S. (Sandia National Labs., Albuquerque, NM (United States)); Weiner, R.F. (Western Washington Univ., Bellingham, WA (United States))

1991-01-01T23:59:59.000Z

365

Solid fuel applications to transportation engines  

SciTech Connect

The utilization of solid fuels as alternatives to liquid fuels for future transportation engines is reviewed. Alternative liquid fuels will not be addressed nor will petroleum/solid fuel blends except for the case of diesel engines. With respect to diesel engines, coal/oil mixtures will be addressed because of the high interest in this specific application as a result of the large number of diesel engines currently in transportation use. Final assessments refer to solid fuels only for diesel engines. The technical assessments of solid fuels utilization for transportation engines is summarized: solid fuel combustion in transportation engines is in a non-developed state; highway transportation is not amenable to solid fuels utilization due to severe environmental, packaging, control, and disposal problems; diesel and open-cycle gas turbines do not appear worthy of further development, although coal/oil mixtures for slow speed diesels may offer some promise as a transition technology; closed-cycle gas turbines show some promise for solid fuels utilization for limited applications as does the Stirling engine for use of cleaner solid fuels; Rankine cycle engines show good potential for limited applications, such as for locomotives and ships; and any development program will require large resources and sophisticated equipment in order to advance the state-of-the-art.

1980-06-01T23:59:59.000Z

366

Variable fuel tax models. [Revenue generated via 4 models for Alabama  

SciTech Connect

Four variable fuel tax models are investigated with respect to Alabama Highway Department operations. The Fixed Percentage Fuel Tax Model establishes the state gasoline tax as a constant percentage of the wholesale price of gasoline. The Price Index Economic Model pegs state fuel taxes to a ratio of price indexes. The Fuel Efficiency Tax Model relates the gasoline tax to the variables of Consumer Price Index and vehicle efficiency. The Sales Tax Model establishes a sales tax on the purchase of gasoline and motor fuel sold in the state. Estimates of the amount of revenue expected to be generated by each model are made. Advantages and disadvantages of each model are presented.

Vecellio, R.L.; Moore, R.K.

1977-07-01T23:59:59.000Z

367

SkyFuel Inc | Open Energy Information  

Open Energy Info (EERE)

SkyFuel Inc SkyFuel Inc Jump to: navigation, search Logo: SkyFuel Inc Name SkyFuel Inc Address 18300 W Highway 72 Place Arvada, Colorado Zip 80007 Sector Solar Product Solar thermal power Website http://www.skyfuel.com/ Coordinates 39.862942°, -105.206509° Loading map... {"minzoom":false,"mappingservice":"googlemaps3","type":"ROADMAP","zoom":14,"types":["ROADMAP","SATELLITE","HYBRID","TERRAIN"],"geoservice":"google","maxzoom":false,"width":"600px","height":"350px","centre":false,"title":"","label":"","icon":"","visitedicon":"","lines":[],"polygons":[],"circles":[],"rectangles":[],"copycoords":false,"static":false,"wmsoverlay":"","layers":[],"controls":["pan","zoom","type","scale","streetview"],"zoomstyle":"DEFAULT","typestyle":"DEFAULT","autoinfowindows":false,"kml":[],"gkml":[],"fusiontables":[],"resizable":false,"tilt":0,"kmlrezoom":false,"poi":true,"imageoverlays":[],"markercluster":false,"searchmarkers":"","locations":[{"text":"","title":"","link":null,"lat":39.862942,"lon":-105.206509,"alt":0,"address":"","icon":"","group":"","inlineLabel":"","visitedicon":""}]}

368

Fuel oil and kerosene sales 1992  

SciTech Connect

This publication contains the 1992 survey results of the ``Annual Fuel Oil and Kerosene Sales Report`` (Form EIA-821). This is the fourth year that the survey data have appeared in a separate publication. Prior to the 1989 report, the statistics appeared in the Petroleum Marketing Annual (PMA) for reference year 1988 and the Petroleum Marketing Monthly (PMM for reference years 1984 through 1987. The 1992 edition marks the ninth annual presentation of the results of the ongoing ``Annual Fuel Oil and Kerosene Sales Report`` survey. Except for the kerosene and on-highway diesel information, data presented in Tables 1 through 12 (Sales of Fuel Oil and Kerosene) present results of the EIA-821 survey. Tables 13 through 24 (Adjusted Sales of Fuel Oil and Kerosene) include volumes that are based on the EIA-821 survey but have been adjusted to equal the products supplied volumes published in the Petroleum Supply Annual (PSA).

Not Available

1993-10-29T23:59:59.000Z

369

Fuel oil and kerosene sales 1993  

Science Conference Proceedings (OSTI)

This publication contains the 1993 survey results of the ``Annual Fuel Oil and Kerosene, Sales Report`` (Form EIA-821). This is the fifth year that the survey data have appeared in a separate publication. Prior to the 1989 report, the statistics appeared in the Petroleum Marketing Annual (PMA) for reference year 1988 and the Petroleum Marketing Monthly (PMM) for reference years 1984 through 1987. The 1993 edition marks the 10th annual presentation of the results of the ongoing ``Annual Fuel Oil and Kerosene Sales Report`` survey. Except for the kerosene and on-highway diesel information, data presented in Tables 1 through 12 (Sales of Fuel Oil and Kerosene) present results of the EIA-821 survey. Tables 13 through 24 (Adjusted Sales of Fuel Oil and Kerosene) include volumes that are based on the EIA-821 survey but have been adjusted to equal the products supplied volumes published in the Petroleum Supply Annual (PSA).

Not Available

1994-10-03T23:59:59.000Z

370

1998 FutureCar Results  

NLE Websites -- All DOE Office Websites (Extended Search)

gasoline. That translates to fuel economies of over 75 mpg In comparison, the stock Lumina control vehicle achieved 37 mpg over the same course, distance, and speeds....

371

MonthlyReport  

NLE Websites -- All DOE Office Websites (Extended Search)

5 5 Overall AC electrical energy consumption (AC Wh/mi)¹ 111 Overall DC electrical energy consumption (DC Wh/mi)² 71 Overall DC electrical energy captured from regenerative braking (DC Wh/mi) 61 Total number of trips 1,135 Total distance traveled (mi) 4,408 Trips in Charge Depleting (CD) mode³ Gasoline fuel economy (mpg) 22 DC electrical energy consumption (DC Wh/mi) 296 Number of trips 264 Percent of trips city | highway 100% | 0% Distance traveled (mi) 781 Percent of total distance traveled 18% Trips in both Charge Depleting & Charge Sustaining (CD/CS) modes Gasoline fuel economy (mpg) 19 DC electrical energy consumption (DC Wh/mi) 141 Number of trips 44 Percent of trips city | highway 96% | 4% Distance traveled CD | CS (mi) 333 | 389 Percent of total distance traveled CD | CS

372

MonthlyReport  

NLE Websites -- All DOE Office Websites (Extended Search)

1 1 Overall AC electrical energy consumption (AC Wh/mi)¹ 93 Overall DC electrical energy consumption (DC Wh/mi)² 71 Overall DC electrical energy captured from regenerative braking (DC Wh/mi) 40 Total number of trips 11,047 Total distance traveled (mi) 119,879 Trips in Charge Depleting (CD) mode³ Gasoline fuel economy (mpg) 25 DC electrical energy consumption (DC Wh/mi) 208 Number of trips 4,491 Percent of trips city | highway 92% | 8% Distance traveled (mi) 30,376 Percent of total distance traveled 25% Trips in both Charge Depleting & Charge Sustaining (CD/CS) modes Gasoline fuel economy (mpg) 22 DC electrical energy consumption (DC Wh/mi) 71 Number of trips 1,352 Percent of trips city | highway 69% | 31% Distance traveled CD | CS (mi) 12,772 | 20,001 Percent of total distance traveled CD | CS

373

Linseed Oil-Based Concrete Surface Treatment -for Building and Highway Structures in  

E-Print Network (OSTI)

, Linseed Oil-Based Concrete Surface Treatment -for Building and Highway Structures in Hong Kong Y using jour Canadian linseed oil- based sealants on concrete specimens madejrom G30120 and G45120 Keywords: Unseed Oil, Concrete Surface Treatment, Salt Spray Resistance, Carbonation, Bond Strength, Ultra

374

MEASURING THE IMPACT OF ADDITIONAL RAIL TRAFFIC USING HIGHWAY & RAILROAD METRICS  

E-Print Network (OSTI)

are then illustrated by simulating shared corridor operations with freight and passenger trains. TRANSPORTATION METRICS1 MEASURING THE IMPACT OF ADDITIONAL RAIL TRAFFIC USING HIGHWAY & RAILROAD METRICS Samuel L. Sogin of Illinois Urbana, IL, USA ABSTRACT Long term demand for freight movements in North America is expected

Barkan, Christopher P.L.

375

Hybrid 240 Ton Off Highway Haul Truck: Quarterly Technical Status Report 18  

DOE Green Energy (OSTI)

This eighteenth quarterly status report for the Hybrid Off Highway Vehicle (OHV) project, DOE Award DE-FC04-02AL68080 presents the project status at the end of March 2007, and covers activities in the eighteenth project quarter, January 2007 March 2007.

Tim Richter

2007-03-31T23:59:59.000Z

376

Hybrid 320 Ton Off Highway Haul Truck: Quarterly Technical Status Report 13  

DOE Green Energy (OSTI)

This thirteenth quarterly status report for the Hybrid Off Highway Vehicle (OHV) project, DOE Award DE-FC04-02AL68080 presents the project status at the end of December 2005, and covers activities in the thirteenth project quarter, October 2005 ? December 2005.

Tim Richter

2006-03-23T23:59:59.000Z

377

Cost effective analysis of recycled products for use in highway construction. Final report  

SciTech Connect

Over 4.5 billion of non-hazardous wastes are generated in the United States each year. Out of these wastes over 200 million tons of post consumer waste is generated. The disposal of post consumer waste is the responsibility of municipality and society. Four waste materials glass, plastic, rubber tires and paper and paperboard were selected for the detail study. A questionnaire survey was conducted for obtaining input from all state Department of Transportation (DOT) Recyclers and solid waste management facilities in the state of Ohio. Responses received from state DOT stated that they use various recycled materials in highway construction but do not conduct cost-effectiveness analysis of recycle waste materials. The cost of disposal of post consumer waste is increasing, which requires an alternate use for these waste materials. One possible use of these post consumer waste materials is in highway construction. An economic analysis is needed for their cost-effectiveness before using these materials in highway construction. Though these recycled waste materials are expensive compared to virgin material, consideration of the savings in terms of societal cost make these materials cost-effective and attractive to use in highway construction.

Gupta, J.D.

1998-04-01T23:59:59.000Z

378

Model Year 2003 SmartWay Vehicles  

NLE Websites -- All DOE Office Websites (Extended Search)

SmartWay Vehicles Page 1 of 2 Model Displ Cyl Trans Drive Fuel Sales Area Stnd Underhood ID Veh Class Air Pollution Score City MPG Hwy MPG Cmb MPG Greenhouse Gas Score SmartWay...

379

Model Year 2012-2013 SmartWay Vans Year Model Displ Cyl Trans  

NLE Websites -- All DOE Office Websites (Extended Search)

-2013 SmartWay Vans Year Model Displ Cyl Trans Drive Fuel Sales Area Stnd Stnd Description Underhood ID Veh Class Air Pollution Score City MPG Hwy MPG Cmb MPG Greenhouse Gas Score...

380

Model Year 2010 SmartWay Vehicles  

NLE Websites -- All DOE Office Websites (Extended Search)

SmartWay Vehicles Page 1 of 20 Model Displ Cyl Trans Drive Fuel Sales Area Stnd Description Underhood ID Veh Class Air Pollution Score City MPG Hwy MPG Cmb MPG Greenhouse Gas Score...

Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


381

Model Year 2009 SmartWay Vehicles  

NLE Websites -- All DOE Office Websites (Extended Search)

SmartWay Vehicles Page 1 of 16 Model Displ Cyl Trans Drive Fuel Sales Area Stnd Stnd Description Underhood ID Veh Class Air Pollution Score City MPG Hwy MPG Cmb MPG Greenhouse Gas...

382

Model Year 2001 SmartWay Vehicles  

NLE Websites -- All DOE Office Websites (Extended Search)

SmartWay Vehicles Page 1 of 1 Model Displ Cyl Trans Drive Fuel Sales Area Stnd Underhood ID Veh Class Air Pollution Score City MPG Hwy MPG Cmb MPG GHG Score SmartWay HONDA Accord...

383

Model Year 2012 SmartWay Vehicles  

NLE Websites -- All DOE Office Websites (Extended Search)

SmartWay Vehicles Page 1 of 14 Model Displ Cyl Trans Drive Fuel Sales Area Stnd Stnd Description Underhood ID Veh Class Air Pollution Score City MPG Hwy MPG Cmb MPG Greenhouse Gas...

384

Model Year 2007 SmartWay Vehicles  

NLE Websites -- All DOE Office Websites (Extended Search)

SmartWay Vehicles Page 1 of 18 Model Displ Cyl Trans Drive Fuel Sales Area Stnd Underhood ID Veh Class Air Pollution Score City MPG Hwy MPG Cmb MPG Greenhouse Gas Score SmartWay...

385

Model Year 2000 SmartWay Vehicles  

NLE Websites -- All DOE Office Websites (Extended Search)

SmartWay Vehicles Page 1 of 1 Model Displ Cyl Trans Drive Fuel Sales Area Stnd Stnd Description Underhood ID Veh Class Air Pollution Score City MPG Hwy MPG Cmb MPG GHG Score...

386

Model Year 2011 SmartWay Vehicles  

NLE Websites -- All DOE Office Websites (Extended Search)

SmartWay Vehicles Page 1 of 10 Model Displ Cyl Trans Drive Fuel Sales Area Stnd Stnd Description Underhood ID Veh Class Air Pollution Score City MPG Hwy MPG Cmb MPG Greenhouse Gas...

387

Model Year 2008 SmartWay Vehicles  

NLE Websites -- All DOE Office Websites (Extended Search)

SmartWay Vehicles Page 1 of 20 Model Displ Cyl Trans Drive Fuel Sales Area Stnd Underhood ID Veh Class Air Pollution Score City MPG Hwy MPG Cmb MPG Greenhouse Gas Score SmartWay...

388

Temporary Losses of Highway Capacity and Impacts on Performance: Phase 2  

SciTech Connect

Traffic congestion and its impacts significantly affect the nation's economic performance and the public's quality of life. In most urban areas, travel demand routinely exceeds highway capacity during peak periods. In addition, events such as crashes, vehicle breakdowns, work zones, adverse weather, railroad crossings, large trucks loading/unloading in urban areas, and other factors such as toll collection facilities and sub-optimal signal timing cause temporary capacity losses, often worsening the conditions on already congested highway networks. The impacts of these temporary capacity losses include delay, reduced mobility, and reduced reliability of the highway system. They can also cause drivers to re-route or reschedule trips. Such information is vital to formulating sound public policies for the highway infrastructure and its operation. In response to this need, Oak Ridge National Laboratory, sponsored by the Federal Highway Administration (FHWA), made an initial attempt to provide nationwide estimates of the capacity losses and delay caused by temporary capacity-reducing events (Chin et al. 2002). This study, called the Temporary Loss of Capacity (TLC) study, estimated capacity loss and delay on freeways and principal arterials resulting from fatal and non-fatal crashes, vehicle breakdowns, and adverse weather, including snow, ice, and fog. In addition, it estimated capacity loss and delay caused by sub-optimal signal timing at intersections on principal arterials. It also included rough estimates of capacity loss and delay on Interstates due to highway construction and maintenance work zones. Capacity loss and delay were estimated for calendar year 1999, except for work zone estimates, which were estimated for May 2001 to May 2002 due to data availability limitations. Prior to the first phase of this study, which was completed in May of 2002, no nationwide estimates of temporary losses of highway capacity by type of capacity-reducing event had been made. This report describes the second phase of the TLC study (TLC2). TLC2 improves upon the first study by expanding the scope to include delays from rain, toll collection facilities, railroad crossings, and commercial truck pickup and delivery (PUD) activities in urban areas. It includes estimates of work zone capacity loss and delay for all freeways and principal arterials, rather than for Interstates only. It also includes improved estimates of delays caused by fog, snow, and ice, which are based on data not available during the initial phase of the study. Finally, computational errors involving crash and breakdown delay in the original TLC report are corrected.

Chin, S.M.

2004-11-10T23:59:59.000Z

389

Fuel Economy Driver Interfaces: Driving Simulator Study of Component Concepts  

E-Print Network (OSTI)

A fuel economy driver interface (FEDI) gives a driver an indication of fuel usage or efficiency. Many passenger vehicles in recent model years have FEDIs and they have been included in some vehicle models for decades. FEDIs present fuel economy information in a variety of forms. Some show fuel economy in miles per gallon (mpg) while others provide a relative measure of economy or provide an alert if fuel economy is especially poor. The appearances of FEDIs vary drastically between vehicle makes and models. FEDIs can provide numerical output, analog or digital gauges, bar charts, illuminator lamps, and a variety of other display features. With the recent emergence of high-resolution LCD screens in cars, detailed and complex color displays are possible, and these make feasible a variety of new FEDI concepts. FEDIs may even include vehicle-adaptive features that influence some aspect of vehicle performance in response to inefficient driver behaviors. While FEDIs have the potential to encourage efficient and safe driving, it is possible that the displays themselves might cause distraction at the expense

unknown authors

2010-01-01T23:59:59.000Z

390

_MainReportPerVehicle  

NLE Websites -- All DOE Office Websites (Extended Search)

4 4 Overall AC electrical energy consumption (AC Wh/mi)¹ 64 Overall DC electrical energy consumption (DC Wh/mi)² 31 Total number of trips 831 Total distance traveled (mi) 7,559 Trips in Charge Depleting (CD) mode³ Gasoline fuel economy (mpg) 35 DC electrical energy consumption (DC Wh/mi) 54 Number of trips 541 Percent of trips city | highway 79% | 21% Distance traveled (mi) 3,402 Percent of total distance traveled 45%

391

_MainReportPerVehicle  

NLE Websites -- All DOE Office Websites (Extended Search)

2 2 Overall AC electrical energy consumption (AC Wh/mi)¹ 45 Overall DC electrical energy consumption (DC Wh/mi)² 22 Total number of trips 1,585 Total distance traveled (mi) 14,910 Trips in Charge Depleting (CD) mode³ Gasoline fuel economy (mpg) 34 DC electrical energy consumption (DC Wh/mi) 49 Number of trips 883 Percent of trips city | highway 81% | 19% Distance traveled (mi) 4,778 Percent of total distance traveled 32%

392

Alternative Fuels Data Center: Propane Excise Tax Exemption  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Propane Excise Tax Propane Excise Tax Exemption to someone by E-mail Share Alternative Fuels Data Center: Propane Excise Tax Exemption on Facebook Tweet about Alternative Fuels Data Center: Propane Excise Tax Exemption on Twitter Bookmark Alternative Fuels Data Center: Propane Excise Tax Exemption on Google Bookmark Alternative Fuels Data Center: Propane Excise Tax Exemption on Delicious Rank Alternative Fuels Data Center: Propane Excise Tax Exemption on Digg Find More places to share Alternative Fuels Data Center: Propane Excise Tax Exemption on AddThis.com... More in this section... Federal State Advanced Search All Laws & Incentives Sorted by Type Propane Excise Tax Exemption Propane is exempt from the state excise tax when it is used to operate motor vehicles on public highways provided that vehicles are equipped with

393

Alternative Fuels Data Center: Local Vehicle Idling Regulations  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Local Vehicle Idling Local Vehicle Idling Regulations to someone by E-mail Share Alternative Fuels Data Center: Local Vehicle Idling Regulations on Facebook Tweet about Alternative Fuels Data Center: Local Vehicle Idling Regulations on Twitter Bookmark Alternative Fuels Data Center: Local Vehicle Idling Regulations on Google Bookmark Alternative Fuels Data Center: Local Vehicle Idling Regulations on Delicious Rank Alternative Fuels Data Center: Local Vehicle Idling Regulations on Digg Find More places to share Alternative Fuels Data Center: Local Vehicle Idling Regulations on AddThis.com... More in this section... Federal State Advanced Search All Laws & Incentives Sorted by Type Local Vehicle Idling Regulations A local highway authority may not enact an ordinance that prohibits or

394

Effect of Fuel Economy on Automobile Safety: A Reexamination  

NLE Websites -- All DOE Office Websites (Extended Search)

75, the fuel economy of passenger cars and light trucks has been 75, the fuel economy of passenger cars and light trucks has been regulated by the corporate average fuel economy (CAFE) standards, established during the energy crises of the 1970s. Calls to increase fuel economy are usually met by a fierce debate on the effectiveness of the CAFE standards and their impact on highway safety. A seminal study of the link between CAFE and traffic fatalities was published by R. W. Crandall and J. D. Graham in 1989. They linked higher fuel economy levels to decreases in vehicle weight and correlated the decline in new car weight with about a 20% increase in occupant fatalities. The time series available to them, 1947-1981, includes only the first 4 years of fuel economy regulation, but any statistical relationship estimated over such

395

FEG2007_06_05_2007.indd  

NLE Websites -- All DOE Office Websites (Extended Search)

Vehicle FWD ... Front-Wheel Drive Gas ... Regular Gasoline HEV ... Hybrid-Electric Vehicle Hwy ... MPG on Highway Test Procedure HP ......

396

Fossil fuels -- future fuels  

Science Conference Proceedings (OSTI)

Fossil fuels -- coal, oil, and natural gas -- built America`s historic economic strength. Today, coal supplies more than 55% of the electricity, oil more than 97% of the transportation needs, and natural gas 24% of the primary energy used in the US. Even taking into account increased use of renewable fuels and vastly improved powerplant efficiencies, 90% of national energy needs will still be met by fossil fuels in 2020. If advanced technologies that boost efficiency and environmental performance can be successfully developed and deployed, the US can continue to depend upon its rich resources of fossil fuels.

NONE

1998-03-01T23:59:59.000Z

397

Total Adjusted Sales of Distillate Fuel Oil  

U.S. Energy Information Administration (EIA) Indexed Site

End Use: Total Residential Commercial Industrial Oil Company Farm Electric Power Railroad Vessel Bunkering On-Highway Military Off-Highway All Other Period: Annual Download Series...

398

Total Sales of Distillate Fuel Oil  

U.S. Energy Information Administration (EIA) Indexed Site

End Use: Total Residential Commercial Industrial Oil Company Farm Electric Power Railroad Vessel Bunkering On-Highway Military Off-Highway All Other Period: Annual Download Series...

399

Gasoline-fueled hybrid vs. conventional vehicle emissions and fuel economy.  

SciTech Connect

This paper addresses the relative fuel economy and emissions behavior, both measured and modeled, of technically comparable, contemporary hybrid and conventional vehicles fueled by gasoline, in terms of different driving cycles. Criteria pollutants (hydrocarbons, carbon monoxide, and nitrogen oxides) are discussed, and the potential emissions benefits of designing hybrids for grid connection are briefly considered. In 1997, Toyota estimated that their grid-independent hybrid vehicle would obtain twice the fuel economy of a comparable conventional vehicle on the Japan 10/15 mode driving cycle. This initial result, as well as the fuel economy level (66 mpg), made its way into the U.S. press. Criteria emissions amounting to one-tenth of Japanese standards were cited, and some have interpreted these results to suggest that the grid-independent hybrid can reduce criteria emissions in the U.S. more sharply than can a conventional gasoline vehicle. This paper shows that the potential of contemporary grid-independent hybrid vehicle technology for reducing emissions and fuel consumption under U.S. driving conditions is less than some have inferred. The importance (and difficulty) of doing test and model assessments with comparable driving cycles, comparable emissions control technology, and comparable performance capabilities is emphasized. Compared with comparable-technology conventional vehicles, grid-independent hybrids appear to have no clear criteria pollutant benefits (or disbenefits). (Such benefits are clearly possible with grid-connectable hybrids operating in zero emissions mode.) However, significant reductions in greenhouse gas emissions (i.e., fuel consumption) are possible with hybrid vehicles when they are used to best advantage.

Anderson, J.; Bharathan, D.; He, J.; Plotkin, S.; Santini, D.; Vyas, A.

1999-06-18T23:59:59.000Z

400

Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Fuel Fuel Vehicle (AFV) and Fueling Infrastructure Loans to someone by E-mail Share Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Loans on Facebook Tweet about Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Loans on Twitter Bookmark Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Loans on Google Bookmark Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Loans on Delicious Rank Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Loans on Digg Find More places to share Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Loans on AddThis.com...

Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


401

Alternative Fuels Data Center: Alternative Fuel and Fueling Infrastructure  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Fuel and Fuel and Fueling Infrastructure Incentives to someone by E-mail Share Alternative Fuels Data Center: Alternative Fuel and Fueling Infrastructure Incentives on Facebook Tweet about Alternative Fuels Data Center: Alternative Fuel and Fueling Infrastructure Incentives on Twitter Bookmark Alternative Fuels Data Center: Alternative Fuel and Fueling Infrastructure Incentives on Google Bookmark Alternative Fuels Data Center: Alternative Fuel and Fueling Infrastructure Incentives on Delicious Rank Alternative Fuels Data Center: Alternative Fuel and Fueling Infrastructure Incentives on Digg Find More places to share Alternative Fuels Data Center: Alternative Fuel and Fueling Infrastructure Incentives on AddThis.com... More in this section... Federal State Advanced Search

402

FEG2002 9_30_01.p65  

NLE Websites -- All DOE Office Websites (Extended Search)

18 18 ABBREVIATIONS: A- .......... Automatic Transmission A-S ........ Special Automatic Transmission AV ......... Continuously variable Transmission Cty ......... MPG on City Test Procedure CNG ...... Compressed Natural Gas Cyl ......... Number of Cylinders E85 ........ 85% Ethanol/15% Gasoline Eng ........ Engine Volume in Liters FFV ....... Flexible Fuel Vehicle Hwy ....... MPG on Highway Test Procedure LPG ....... Liquified Petroleum Gas M- .......... Manual Transmission NA ......... Not Available Trans ..... Transmission Type COMPRESSED NATURAL GAS VEHICLES This section supplies the driving range and fuel economy values for vehicles designed to be operated on compressed natural gas (CNG). For dual-fuel (or bi-fuel) vehicles, the values for both gasoline and CNG are shown. Dual-fuel vehicles are designed to be

403

Supply Chain Based Solution to Prevent Fuel Tax Evasion: Proof of Concept Final Report  

SciTech Connect

The goal of this research was to provide a proof-of-concept (POC) system for preventing non-taxable (non-highway diesel use) or low-taxable (jet fuel) petrochemical products from being blended with taxable fuel products and preventing taxable fuel products from cross-jurisdiction evasion. The research worked to fill the need to validate the legitimacy of individual loads, offloads, and movements by integrating and validating, on a near-real-time basis, information from global positioning system (GPS), valve sensors, level sensors, and fuel-marker sensors.

Capps, Gary J [ORNL; Lascurain, Mary Beth [ORNL; Franzese, Oscar [ORNL; Earl, Dennis Duncan [ORNL; West, David L [ORNL; McIntyre, Timothy J [ORNL; Chin, Shih-Miao [ORNL; Hwang, Ho-Ling [ORNL; Connatser, Raynella M [ORNL; Lewis Sr, Samuel Arthur [ORNL; Moore, Sheila A [ORNL

2011-12-01T23:59:59.000Z

404

Motor vehicle fuel economy, the forgotten HC control stragegy?  

DOE Green Energy (OSTI)

Emissions of hydrocarbons from motor vehicles are recognized as major contributors to ozone pollution in urban areas. Petroleum-based motor fuels contain volatile organic compounds (VOC) which, together with oxides of nitrogen, promote the formation of ozone in the troposphere via complex photochemical reactions. VOC emissions from the tailpipe and evaporation from the fuel and engine systems of highway vehicles are believed to account for about 40% of total VOC emissions in any region. But motor fuels also generate emissions throughout the fuel cycle, from crude oil production to refining, storage, transportation, and handling, that can make significant contributions to the total inventory of VOC emissions. Many of these sources of emissions are directly related to the quantity of fuel produced and handled throughout the fuel cycle. It is, therefore, reasonable to expect that a reduction in total fuel throughput might result in a reduction of VOC emissions. In particular, reducing vehicle fuel consumption by increasing vehicle fuel economy should reduce total fuel throughput, thereby cutting total emissions of VOCS. In this report we identify the sources of VOC emissions throughout the motor fuel cycle, quantify them to the extent possible, and describe their dependence on automobile and light truck fuel economy.

Deluchi, M.; Wang, Quanlu; Greene, D.L.

1992-06-01T23:59:59.000Z

405

Mitigating disturbance of migrating mule deer caused by cyclists and pedestrians at a highway underpass near Vail, Colorado  

E-Print Network (OSTI)

A HIGHWAY UNDERPASS NEAR VAIL, COLORADO Gregory E. Phillips,Way, Fort Collins, Colorado, 80525 William Alldredge, RFL82443 William W. Andree, Colorado Division of Wildlife, P.O.

Phillips,, Gregory E.; Alldredge, William; Andree, William W.

2001-01-01T23:59:59.000Z

406

Firm Racial Segregation and Affirmative Action in the Highway Construction Industry  

E-Print Network (OSTI)

In this paper I document that highway construction firms in California, particularly those owned by Blacks and Asians, exhibit considerable racial segregation in that they are disproportionately located in zip codes with the greatest concentration of own-race residents. I find that segregated firms serve a larger market than minority-owned firms that are not segregated, and this effect is concentrated in Black-owned firms. I next exploit the segregation of firms to examine the effect of affirmative action on the success of minority-owned firms. Following the significant curtailment of affirmative action in California due to a direct statewide ballot initiative, the number of highway construction establishments located in zip codes with the highest concentrations of Black and Asian residents fell relative to the rest of the state, even conditional on the number of non-construction establishments. This suggests that affirmative action policies may play a role in the net survival rates of minority-owned firms.

Justin Marion

2008-01-01T23:59:59.000Z

407

Technical Support Document: The Development of the Advanced Energy Design Guide for Highway Lodging Buildings  

SciTech Connect

This Technical Support Document (TSD) describes the process and methodology for development of the Advanced Energy Design Guide for Highway Lodgings (AEDG-HL or the Guide), a design guidance document intended to provide recommendations for achieving 30% energy savings in highway lodging properties over levels contained in ANSI/ASHRAE/IESNA Standard 90.1-1999, Energy Standard for Buildings Except Low-Rise Residential Buildings. The AEDG-HL is the fifth in a series of guides being developed by a partnership of organizations, including the American Society of Heating, Refrigerating and Air-Conditioning Engineers, Inc. (ASHRAE), the American Institute of Architects (AIA), the Illuminating Engineering Society of North America (IESNA), the United States Green Buildings Council (USGBC), and the U.S. Department of Energy (DOE).

Jiang, Wei; Jarnagin, Ronald E.; Gowri, Krishnan; McBride, M.; Liu, Bing

2008-09-30T23:59:59.000Z

408

Simulated fuel economy and emissions performance during city and interstate driving for a heavy-duty hybrid truck  

Science Conference Proceedings (OSTI)

We compare simulated fuel economy and emissions for both conventional and hybrid class 8 heavy-duty diesel trucks operating over multiple urban and highway driving cycles. Both light and heavy freight loads were considered, and all simulations included full aftertreatment for NOx and particulate emissions controls. The aftertreatment components included a diesel oxidation catalyst (DOC), urea-selective catalytic NOx reduction (SCR), and a catalyzed diesel particulate filter (DPF). Our simulated hybrid powertrain was configured with a pre-transmission parallel drive, with a single electric motor between the clutch and gearbox. A conventional HD truck with equivalent diesel engine and aftertreatment was also simulated for comparison. Our results indicate that hybridization can significantly increase HD fuel economy and improve emissions control in city driving. However, there is less potential hybridization benefit for HD highway driving. A major factor behind the reduced hybridization benefit for highway driving is that there are fewer opportunities to utilize regenerative breaking. Our aftertreatment simulations indicate that opportunities for passive DPF regeneration are much greater for both hybrid and conventional trucks during highway driving due to higher sustained exhaust temperatures. When passive DPF regeneration is extensively utilized, the fuel penalty for particulate control is virtually eliminated, except for the 0.4%-0.9% fuel penalty associated with the slightly higher exhaust backpressure.

Daw, C Stuart [ORNL; Gao, Zhiming [ORNL; Smith, David E [ORNL; LaClair, Tim J [ORNL; Pihl, Josh A [ORNL; Edwards, Kevin Dean [ORNL

2013-01-01T23:59:59.000Z

409

Alternative Fuels Data Center: Alternative Fuel Use and Alternative Fuel  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Fuel Use Fuel Use and Alternative Fuel Vehicle (AFV) Acquisition Requirements to someone by E-mail Share Alternative Fuels Data Center: Alternative Fuel Use and Alternative Fuel Vehicle (AFV) Acquisition Requirements on Facebook Tweet about Alternative Fuels Data Center: Alternative Fuel Use and Alternative Fuel Vehicle (AFV) Acquisition Requirements on Twitter Bookmark Alternative Fuels Data Center: Alternative Fuel Use and Alternative Fuel Vehicle (AFV) Acquisition Requirements on Google Bookmark Alternative Fuels Data Center: Alternative Fuel Use and Alternative Fuel Vehicle (AFV) Acquisition Requirements on Delicious Rank Alternative Fuels Data Center: Alternative Fuel Use and Alternative Fuel Vehicle (AFV) Acquisition Requirements on Digg Find More places to share Alternative Fuels Data Center: Alternative

410

Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Fuel Fuel Vehicle (AFV) and Fueling Infrastructure Grants and Loans to someone by E-mail Share Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Grants and Loans on Facebook Tweet about Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Grants and Loans on Twitter Bookmark Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Grants and Loans on Google Bookmark Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Grants and Loans on Delicious Rank Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Grants and Loans on Digg Find More places to share Alternative Fuels Data Center: Alternative

411

State of California BOARD OF EQUALIZATION USE FUEL TAX REGULATIONS Regulation 1303.  

E-Print Network (OSTI)

A highway includes a way or place, of whatever nature, within the exterior boundaries of the State including a way or place within a Federal area, publicly maintained and open to the use of the public for purposes of vehicular travel, notwithstanding private participation in the maintenance of the way or place. It shall be presumed that a way or place is dedicated and accepted as a highway when it is recognized as a part of its maintained highway system by a proper public authority. A way or place within a national or State forest which is entirely privately maintained, or a road over which forest products are transported in a national or State forest privately constructed or maintained pursuant to an existing agreement with the public authority having jurisdiction thereof will not be considered a highway notwithstanding the fact that it may be declared by the public authority to be a part of its road system. (See Regulation 1316 Exempt Uses of Fuel in Motor Vehicles.) A way or place is not a highway within the meaning of Section 8605 of the Revenue and Taxation Code, during such times as it is closed by the governmental authority to the use of the public regardless of the purpose for which it is

unknown authors

1969-01-01T23:59:59.000Z

412

File:03HIEConstructionUponAStateHighwayROW.pdf | Open Energy Information  

Open Energy Info (EERE)

HIEConstructionUponAStateHighwayROW.pdf HIEConstructionUponAStateHighwayROW.pdf Jump to: navigation, search File File history File usage File:03HIEConstructionUponAStateHighwayROW.pdf Size of this preview: 463 × 599 pixels. Other resolution: 464 × 600 pixels. Full resolution ‎(1,275 × 1,650 pixels, file size: 42 KB, MIME type: application/pdf) File history Click on a date/time to view the file as it appeared at that time. Date/Time Thumbnail Dimensions User Comment current 13:02, 23 October 2012 Thumbnail for version as of 13:02, 23 October 2012 1,275 × 1,650 (42 KB) Dklein2012 (Talk | contribs) 14:00, 24 July 2012 Thumbnail for version as of 14:00, 24 July 2012 1,275 × 1,650 (35 KB) Alevine (Talk | contribs) You cannot overwrite this file. Edit this file using an external application (See the setup

413

Off-Highway Heavy Vehicle Diesel Efficiency Improvement and Emissions Reduction  

DOE Green Energy (OSTI)

Cummins Inc. is a world leader in the development and production of diesel engines for on-highway vehicles, off-highway industrial machines, and power generation units. Cummins Inc. diesel products cover a 50-3000 HP range. The power range for this project includes 174-750 HP to achieve EPA's Tier 3 emission levels of 4.0 NOx+NMHC gm/kW-hr and 0.2 PM gm/kWhr and Tier 4 Interim emission levels of 2.0 gm/kW-hr NOx and 0.02 gm/kW-hr PM. Cummins' anticipated product offerings for Tier 4 in this range include the following: QSB6.7, QSC8.3, QSL9, QSM11, QSX15, QSK19. (For reference, numerical values indicate engine displacement in liters, the letter designation ns indicate the product model). A summary of the EPA's mobile off-highway emissions requirements is given in Figure 1.

Jennifer Rumsey

2005-12-31T23:59:59.000Z

414

Identification of research and development needs in highway construction engineering and management  

E-Print Network (OSTI)

Ten years have passed since the last assessment of research and development needs in highway construction engineering and management (CEM) and a new research program is necessary to indicate the direction and focus of future research. This study identified the critical issues in need of future research and development. The research program indicated topics in which future research will reduce the cost and increase the efficiency of CEM of transportation projects. Assessment and prioritization of research needs were conducted through a preliminary survey and the Delphi process. The Delphi process consisted of a series of three questionnaires called rounds. The first and second rounds surveyed highway industry professionals to rank and identify issues. The third round was employed to clarify specific problem areas, barriers to implementation, and gaps in knowledge. A comprehensive literature search was conducted, with aid from the third-round survey results, to investigate past research conducted on the most critical highway CEM issues identified by the Delphi respondents. Information that was gathered during the literature search was used to compose draft research problem statements and objectives for future research projects. The draft research problem statements were presented at a research panel meeting to validate the issues and objectives. Alterations were made to the issue statements from the recommended changes by the research panel. The revised research problem statements are the final products of this thesis project.

Damron, Andrew James

2001-01-01T23:59:59.000Z

415

Saving Money and Fuel with a Click of a Mouse | Department of Energy  

Energy.gov (U.S. Department of Energy (DOE)) Indexed Site

Money and Fuel with a Click of a Mouse Money and Fuel with a Click of a Mouse Saving Money and Fuel with a Click of a Mouse January 10, 2012 - 4:19pm Addthis A look at tools that can help consumers save money and fuel, whether you’re in the market for a new vehicle or trying to make the most of your current one. | Photo courtesy of Auto Guide. A look at tools that can help consumers save money and fuel, whether you're in the market for a new vehicle or trying to make the most of your current one. | Photo courtesy of Auto Guide. Patrick B. Davis Patrick B. Davis Vehicle Technologies Program Manager What does this mean for me? Quickly compare cars based on their projected fuel costs, price, safety ratings and MPG. Calculate the long-term costs of your next vehicle. Discover simple tips and tricks that can start saving you fuel and

416

Fuel Cell Technologies Office: Fuel Cells  

NLE Websites -- All DOE Office Websites (Extended Search)

Cells Search Search Help Fuel Cells EERE Fuel Cell Technologies Office Fuel Cells Printable Version Share this resource Send a link to Fuel Cell Technologies Office: Fuel...

417

Gasoline and Diesel Fuel Update  

Gasoline and Diesel Fuel Update (EIA)

Sampling Methodology Sampling Methodology The respondents reporting to the weekly diesel price survey represent a stratified probability proportional to size (PPS) sample selected from a frame list of retail outlets. The outlet sampling frame was constructed using commercially available lists from several sources in order to provide comprehensive coverage of truck stops and service stations that sell on-highway diesel fuel in the United States. The frame includes about 62,000 service stations and 4,000 truck stops. Due to statistical and operational considerations, outlets in the States of Alaska and Hawaii are excluded from the target population. The primary publication cells of the survey include Petroleum Administration for Defense Districts (PADDs) 2-4, three sub-PADDs within

418

Untitled-1  

NLE Websites -- All DOE Office Websites (Extended Search)

www.fueleconomy.gov www.fueleconomy.gov ABBREVIATIONS: A- .......... Automatic Transmission A-S ........ Special Automatic Transmission AV ......... Continuously Variable Transmission City ........ MPG on City Test Procedure CNG ...... Compressed Natural Gas Conv ...... Convertible E85 ........ 85% Ethanol/15% Gasoline Eng Size Engine Volume in Liters FFV ....... Flexible Fuel Vehicle Hwy ....... MPG on Highway Test Procedure LPG ....... Liquified Petroleum Gas M- .......... Manual Transmission NA ......... Not Available Trans ..... Transmission Type COMPRESSED NATURAL GAS VEHICLES This section supplies the driving range and fuel economy values for vehicles designed to be operated on compressed natural gas (CNG). For bi-fuel vehicles, the values for both gasoline and CNG are shown. Bi-fuel vehicles are designed to be operated on either

419

Evaluation of sight distance as a criterion for prioritizing rail-highway intersections in Texas  

E-Print Network (OSTI)

Priority or hazard indices are used by the states to rank their rail-highway intersections according to relative hazard to aid in locating crossings for treatment of conditions and/or improvements in warning devices. The Texas Priority Index has been effective over the years in identifying particularly hazardous rail-highway intersections based on high vehicle volumes, train volumes, and accident histories, and these crossings have been treated or improved. Many of the remaining crossings, however, are not well discriminated in terms of their need for improvement; many crossings have the same index number. The objective of this research was to evaluate sight distance as a criterion for prioritizing rail-highway intersections in Texas to help distinguish between the crossings with similar or identical priority index numbers. Accident and sight distance data were compiled and analyzed. A sight distance variable was incorporated into the current Texas Priority Index and evaluated for its effects on the overall ranking of the rail-highway intersections. A state hazard index was chosen from a state-of-the-practice review with which to compare the current and revised Texas Priority Indices. Finally, the effectiveness of each of the indices was predicted in terms of the distribution of priority index numbers and their ability to move the most potentially hazardous crossings up in the rankings. It was concluded from the accident analysis that sight distance contributed to more vehicle-train accidents than any other factor. Further, improvements to warning devices at passive crossings would effectively reduce the overall sight obstruction, reduce the number of train involved accidents, and thus, reduce the number of injuries and fatalities resulting from accidents at rail-highway intersections. It was concluded from the field data analysis that the Method 1 revised Texas Priority Index was the most effective index of the four priority indices evaluated in this thesis for ranking crossings in terms of exposure, accident history, sight distance, and protection type. The Method 1 revised index was effective at redistributing the individual index numbers in the rank and identifying crossings with restricted sight distance while conserving the significance of the exposure values.

Pecheux, Kelley Klaver

1993-01-01T23:59:59.000Z

420

Gas Mileage of 2008 Vehicles by Honda  

NLE Websites -- All DOE Office Websites (Extended Search)

Highway 2008 Honda Civic CNG 4 cyl, 1.8 L, Automatic 5-spd, CNG Compare 2008 Honda Civic CNG View MPG Estimates Shared By Vehicle Owners 24 City 28 Combined 36 Highway 2008 Honda...

Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


421

Fuel pin  

DOE Patents (OSTI)

A fuel pin for a liquid metal nuclear reactor is provided. The fuel pin includes a generally cylindrical cladding member with metallic fuel material disposed therein. At least a portion of the fuel material extends radially outwardly to the inner diameter of the cladding member to promote efficient transfer of heat to the reactor coolant system. The fuel material defines at least one void space therein to facilitate swelling of the fuel material during fission.

Christiansen, D.W.; Karnesky, R.A.; Leggett, R.D.; Baker, R.B.

1987-11-24T23:59:59.000Z

422

Clean Cities News, Vol. 8, Issue 1. Official Publication of the Clean Cities Program and the Alternative Fuels Data Center.  

NLE Websites -- All DOE Office Websites (Extended Search)

1993, the Clean Cities 1993, the Clean Cities Program's more than 80 coalitions have steadily increased the number of alternative fuel vehicles (AFVs) on our nation's highways, with gains averag- ing around 17% in recent years. But more can be done, and Clean Cities is taking charge by expanding the tech- nologies and practices it will support as it strives to displace petroleum. Alternative fuels will remain the cor-

423

Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

and Fueling Infrastructure Funding and Technical Assistance and Fueling Infrastructure Funding and Technical Assistance to someone by E-mail Share Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Funding and Technical Assistance on Facebook Tweet about Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Funding and Technical Assistance on Twitter Bookmark Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Funding and Technical Assistance on Google Bookmark Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Funding and Technical Assistance on Delicious Rank Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Funding and Technical Assistance on Digg

424

Chapter 11. Fuel Economy: The Case for Market Failure  

Science Conference Proceedings (OSTI)

The efficiency of energy using durable goods, from automobiles to home air conditioners, is not only a key determinant of economy-wide energy use but also of greenhouse gas (GHG) emissions, climate change and energy insecurity. Energy analysts have long noted that consumers appear to have high implicit discount rates for future fuel savings when choosing among energy using durable goods (Howarth and Sanstad, 1995). In modeling consumers choices of appliances, the Energy Information Administration (EIA) has used discount rates of 30 percent for heating systems, 69 percent for choice of refrigerator and up to 111 percent for choice of water heater (U.S. DOE/EIA, 1996). Several explanations have been offered for this widespread phenomenon, including asymmetric information, bounded rationality and transaction costs. This chapter argues that uncertainty combined with loss aversion by consumers is sufficient to explain the failure to adopt cost effective energy efficiency improvements in the market for automotive fuel economy, although other market failures appear to be present as well. Understanding how markets for energy efficiency function is crucial to formulating effective energy policies (see Pizer, 2006). Fischer et al., (2004), for example, demonstrated that if consumers fully value the discounted present value of future fuel savings, fuel economy standards are largely redundant and produce small welfare losses. However, if consumers value only the first three years of fuel savings, then fuel economy standards can significantly increase consumer welfare. The nature of any market failure that might be present in the market for energy efficiency would also affect the relative efficacy of energy taxes versus regulatory standards (CBO, 2003). If markets function efficiently, energy taxes would generally be more efficient than regulatory standards in increasing energy efficiency and reducing energy use. If markets are decidedly inefficient, standards would likely be more effective. The chapter explores the roles of uncertainty and loss-aversion in the market for automotive fuel economy. The focus is on the determination of the technical efficiency of the vehicle rather than consumers choices among vehicles. Over the past three decades, changes in the mix of vehicles sold has played little if any role in raising the average fuel economy of new light-duty vehicles from 13 miles per gallon (mpg) in 1975 to 21 mpg today (Heavenrich, 2006). Over that same time period, average vehicle weight is up 2 percent, horsepower is up 60 percent, passenger car interior volume increased by 2 percent and the market share of light trucks grew by 31 percentage points. Historically, at least, increasing light-duty vehicle fuel economy in the United States has been a matter of manufacturers decisions to apply technology to increase the technical efficiency of cars and light trucks. Understanding how efficiently the market determines the technical fuel economy of new vehicles would seem to be critical to formulating effective policies to encourage future fuel economy improvement. The central issue is whether or not the market for fuel economy is economically efficient. Rubenstein (1998) lists the key assumptions of the rational economic decision model. The decision maker must have a clear picture of the choice problem he or she faces. He should be fully aware of the set of alternatives from which to choose and have the skill necessary to make complicated calculations needed to discover the optimal course of action. Finally, the decision maker should have the unlimited ability to calculate and be indifferent to alternatives and choice sets.

Greene, David L [ORNL; German, John [Environmental and Energy Analysis; Delucchi, Mark A [University of California, Davis

2009-01-01T23:59:59.000Z

425

Fuels Technology - Capabilities - FEERC  

NLE Websites -- All DOE Office Websites (Extended Search)

Research Capabilities Fuels Technology Advanced petroleum-based fuels Fuel-borne reductants On-board reforming Alternative fuels...

426

Driver Behavior at Rail Crossings: Cost-Effective Improvements to Increase Driver Safety at Public At-Grade Rail-Highway Crossings in California  

E-Print Network (OSTI)

14 5.1. Potential Rail Crossing19 DRIVER DECISIONS AT RAIL CROSSINGS: A CONCEPTUALFigure 1: Ten Year U.S. and California Rail-Highway Crossing

Cooper, Douglas L.; Ragland, David R.

2007-01-01T23:59:59.000Z

427

Alternative Fuels Data Center: Alternative Fuel and Special Fuel  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Fuel and Fuel and Special Fuel Definitions to someone by E-mail Share Alternative Fuels Data Center: Alternative Fuel and Special Fuel Definitions on Facebook Tweet about Alternative Fuels Data Center: Alternative Fuel and Special Fuel Definitions on Twitter Bookmark Alternative Fuels Data Center: Alternative Fuel and Special Fuel Definitions on Google Bookmark Alternative Fuels Data Center: Alternative Fuel and Special Fuel Definitions on Delicious Rank Alternative Fuels Data Center: Alternative Fuel and Special Fuel Definitions on Digg Find More places to share Alternative Fuels Data Center: Alternative Fuel and Special Fuel Definitions on AddThis.com... More in this section... Federal State Advanced Search All Laws & Incentives Sorted by Type Alternative Fuel and Special Fuel Definitions

428

Alternative Fuels Data Center: Alternative Fuel Motor Carrier Fuel Tax  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Fuel Motor Fuel Motor Carrier Fuel Tax to someone by E-mail Share Alternative Fuels Data Center: Alternative Fuel Motor Carrier Fuel Tax on Facebook Tweet about Alternative Fuels Data Center: Alternative Fuel Motor Carrier Fuel Tax on Twitter Bookmark Alternative Fuels Data Center: Alternative Fuel Motor Carrier Fuel Tax on Google Bookmark Alternative Fuels Data Center: Alternative Fuel Motor Carrier Fuel Tax on Delicious Rank Alternative Fuels Data Center: Alternative Fuel Motor Carrier Fuel Tax on Digg Find More places to share Alternative Fuels Data Center: Alternative Fuel Motor Carrier Fuel Tax on AddThis.com... More in this section... Federal State Advanced Search All Laws & Incentives Sorted by Type Alternative Fuel Motor Carrier Fuel Tax Effective January 1, 2014, a person who operates a commercial motor vehicle

429

Modeling the effect of engine assembly mass on engine friction and vehicle fuel economy  

DOE Green Energy (OSTI)

In this paper, an analytical model is developed to estimate the impact of reducing engine assembly mass (the term engine assembly refers to the moving components of the engine system, including crankshafts, valve train, pistons, and connecting rods) on engine friction and vehicle fuel economy. The relative changes in frictional mean effective pressure and fuel economy are proportional to the relative change in assembly mass. These changes increase rapidly as engine speed increases. Based on the model, a 25% reduction in engine assembly mass results in a 2% fuel economy improvement for a typical mid-size passenger car over the EPA Urban and Highway Driving Cycles.

An, Feng [University of California, Riverside, CA (United States); Stodolsky, F. [Argonne National Lab., IL (United States)

1995-06-01T23:59:59.000Z

430

Fuel Economy Driver Interfaces: Usability Study of Display Component Concepts  

E-Print Network (OSTI)

A fuel economy driver interface (FEDI) gives drivers an indication of fuel usage or efficiency. Many passenger vehicles in recent model years have FEDIs, and they have been included in some vehicle models for decades. FEDIs present fuel economy information in a variety of forms. Some show fuel economy in miles per gallon (mpg) while others provide a relative measure of economy or provide an alert if fuel economy is especially poor. The appearances of FEDIs vary drastically between vehicle makes and models. FEDIs can provide numerical output, analog or digital gauges, bar charts, illuminator lamps, and a variety of other display features. With the recent emergence of high-resolution LCD screens in cars, detailed and complex color displays are possible, and these make feasible a variety of new FEDI concepts. FEDIs may even include vehicle-adaptive features that influence some aspect of vehicle performance in response to inefficient driver behaviors. While FEDIs have the potential to encourage efficient and safe driving, it is possible that the displays themselves cause distraction at the expense of attending to the roadway. Overall goals of this research program are to understand how characteristics of FEDIs influence driver behavior, and to identify best practices for FEDI design to meet drivers needs and minimize distraction and undesirable behavior. Previous work on this project has included documenting the range of existing FEDI designs and conducting focus groups with vehicle owners to discuss fuel efficient driving behaviors and FEDI designs (Jenness, Singer, Walrath, & Lubar, 2009). The purpose of the usability study presented here was to narrow down the range of possible FEDI designs so that the most usable concepts could be tested in a subsequent driving simulator study.

Cs Intensity-changing Light

2010-01-01T23:59:59.000Z

431

_MainReport  

NLE Websites -- All DOE Office Websites (Extended Search)

5 5 Overall AC electrical energy consumption (AC Wh/mi) 170 Average Trip Distance 12.4 Total distance traveled (mi) 2,041,556 Average Ambient Temperature (deg F) 64.4 Electric Vehicle mode operation (EV) Gasoline fuel economy (mpg) No Fuel Used AC electrical energy consumption (AC Wh/mi) 345 Distance traveled (mi) 1,002,495 Percent of total distance traveled 49.1% Average driving style efficiency (distance weighted)¹ 80% Extended Range mode operation (ERM) Gasoline fuel economy (mpg) 35.9 AC electrical energy consumption (AC Wh/mi) No Elec. Used Distance traveled (mi) 1,039,061 Percent of total distance traveled 50.9% Average driving style efficiency (distance weighted)¹ 78% City³ Highway³ Percent of miles in EV operation (%) 66.2% 31.0% Percent Number of trips 86.0% 14.0% Average trip distance (mi)

432

_MainReport  

NLE Websites -- All DOE Office Websites (Extended Search)

1.1 1.1 Overall AC electrical energy consumption (AC Wh/mi) 182 Average Trip Distance 11.8 Total distance traveled (mi) 355,058 Average Ambient Temperature (deg F) 46.0 Electric Vehicle mode operation (EV) Gasoline fuel economy (mpg) No Fuel Used AC electrical energy consumption (AC Wh/mi) 416 Distance traveled (mi) 155,080 Percent of total distance traveled 43.7% Average driving style efficiency (distance weighted)¹ 69% Extended Range mode operation (ERM) Gasoline fuel economy (mpg) 34.4 AC electrical energy consumption (AC Wh/mi) No Elec. Used Distance traveled (mi) 199,978 Percent of total distance traveled 56.3% Average driving style efficiency (distance weighted)¹ 74% City³ Highway³ Percent of miles in EV operation (%) 60.5% 27.0% Percent Number of trips 86.3% 13.7% Average trip distance (mi)

433

_MainReport  

NLE Websites -- All DOE Office Websites (Extended Search)

6.6 6.6 Overall AC electrical energy consumption (AC Wh/mi) 171 Average Trip Distance 11.9 Total distance traveled (mi) 370,316 Average Ambient Temperature (deg F) 53.8 Electric Vehicle mode operation (EV) Gasoline fuel economy (mpg) No Fuel Used AC electrical energy consumption (AC Wh/mi) 371 Distance traveled (mi) 170,860 Percent of total distance traveled 46.1% Average driving style efficiency (distance weighted)¹ 75% Extended Range mode operation (ERM) Gasoline fuel economy (mpg) 35.9 AC electrical energy consumption (AC Wh/mi) No Elec. Used Distance traveled (mi) 199,456 Percent of total distance traveled 53.9% Average driving style efficiency (distance weighted)¹ 77% City³ Highway³ Percent of miles in EV operation (%) 63.2% 28.1% Percent Number of trips 86.7% 13.3% Average trip distance (mi)

434

_MainReport  

NLE Websites -- All DOE Office Websites (Extended Search)

2 2 Overall AC electrical energy consumption (AC Wh/mi) 157 Average Trip Distance 12.3 Total distance traveled (mi) 407,245 Average Ambient Temperature (deg F) 67.9 Electric Vehicle mode operation (EV) Gasoline fuel economy (mpg) No Fuel Used AC electrical energy consumption (AC Wh/mi) 338 Distance traveled (mi) 189,426 Percent of total distance traveled 46.5% Average driving style efficiency (distance weighted)¹ 82% Extended Range mode operation (ERM) Gasoline fuel economy (mpg) 36.5 AC electrical energy consumption (AC Wh/mi) No Elec. Used Distance traveled (mi) 217,819 Percent of total distance traveled 53.5% Average driving style efficiency (distance weighted)¹ 79% City³ Highway³ Percent of miles in EV operation (%) 65.2% 28.3% Percent Number of trips 86.5% 13.5% Average trip distance (mi)

435

_MainReport  

NLE Websites -- All DOE Office Websites (Extended Search)

73.7 73.7 Overall AC electrical energy consumption (AC Wh/mi) 170 Average Trip Distance 12.6 Total distance traveled (mi) 370,987 Average Ambient Temperature (deg F) 71.0 Electric Vehicle mode operation (EV) Gasoline fuel economy (mpg) No Fuel Used AC electrical energy consumption (AC Wh/mi) 341 Distance traveled (mi) 185,282 Percent of total distance traveled 49.9% Average driving style efficiency (distance weighted)¹ 83% Extended Range mode operation (ERM) Gasoline fuel economy (mpg) 36.9 AC electrical energy consumption (AC Wh/mi) No Elec. Used Distance traveled (mi) 185,705 Percent of total distance traveled 50.1% Average driving style efficiency (distance weighted)¹ 79% City³ Highway³ Percent of miles in EV operation (%) 68.0% 32.4% Percent Number of trips 85.4% 14.6% Average trip distance (mi)

436

_MainReport  

NLE Websites -- All DOE Office Websites (Extended Search)

6 6 Overall AC electrical energy consumption (AC Wh/mi) 175 Average Trip Distance 12.2 Total distance traveled (mi) 272,366 Average Ambient Temperature (deg F) 54.1 Electric Vehicle mode operation (EV) Gasoline fuel economy (mpg) No Fuel Used AC electrical energy consumption (AC Wh/mi) 368 Distance traveled (mi) 129,389 Percent of total distance traveled 47.5% Average driving style efficiency (distance weighted)¹ 75% Extended Range mode operation (ERM) Gasoline fuel economy (mpg) 36.0 AC electrical energy consumption (AC Wh/mi) No Elec. Used Distance traveled (mi) 142,977 Percent of total distance traveled 52.4% Average driving style efficiency (distance weighted)¹ 77% City³ Highway³ Percent of miles in EV operation (%) 65.1% 31.1% Percent Number of trips 85.5% 14.5% Average trip distance (mi)

437

MonthlyReport  

NLE Websites -- All DOE Office Websites (Extended Search)

4.8 4.8 Overall AC electrical energy consumption (AC Wh/mi) 185 Average Trip Distance 13.1 Total distance traveled (mi) 208,165 Average Ambient Temperature (deg F) 77.6 Electric Vehicle mode operation (EV) Gasoline fuel economy (mpg) No Fuel Used AC electrical energy consumption (AC Wh/mi) 369 Distance traveled (mi) 104,687 Percent of total distance traveled 50.3% Average driving style efficiency (distance weighted)¹ 87% Extended Range mode operation (ERM) Gasoline fuel economy (mpg) 37.2 AC electrical energy consumption (AC Wh/mi) No Elec. Used Distance traveled (mi) 103,478 Percent of total distance traveled 49.7% Average driving style efficiency (distance weighted)¹ 82% City³ Highway³ Percent of miles in EV operation (%) 69.8% 33.9% Percent Number of trips 85.0% 15.0% Average trip distance (mi)

438

_MainReport  

NLE Websites -- All DOE Office Websites (Extended Search)

2.5 2.5 Overall AC electrical energy consumption (AC Wh/mi) 166 Average Trip Distance 12.1 Total distance traveled (mi) 385,849 Average Ambient Temperature (deg F) 78.2 Electric Vehicle mode operation (EV) Gasoline fuel economy (mpg) No Fuel Used AC electrical energy consumption (AC Wh/mi) 332 Distance traveled (mi) 193,336 Percent of total distance traveled 50.1% Average driving style efficiency (distance weighted)¹ 85% Extended Range mode operation (ERM) Gasoline fuel economy (mpg) 36.2 AC electrical energy consumption (AC Wh/mi) No Elec. Used Distance traveled (mi) 192,512 Percent of total distance traveled 49.9% Average driving style efficiency (distance weighted)¹ 79% City³ Highway³ Percent of miles in EV operation (%) 67.2% 31.5% Percent Number of trips 86.7% 13.3% Average trip distance (mi)

439

_MainReport  

NLE Websites -- All DOE Office Websites (Extended Search)

7.8 7.8 Overall AC electrical energy consumption (AC Wh/mi) 180 Average Trip Distance 12.8 Total distance traveled (mi) 346,409 Average Ambient Temperature (deg F) 51.5 Electric Vehicle mode operation (EV) Gasoline fuel economy (mpg) No Fuel Used AC electrical energy consumption (AC Wh/mi) 384 Distance traveled (mi) 161,982 Percent of total distance traveled 46.8% Average driving style efficiency (distance weighted)¹ 74% Extended Range mode operation (ERM) Gasoline fuel economy (mpg) 36.1 AC electrical energy consumption (AC Wh/mi) No Elec. Used Distance traveled (mi) 184,427 Percent of total distance traveled 53.2% Average driving style efficiency (distance weighted)¹ 76% City³ Highway³ Percent of miles in EV operation (%) 63.8% 28.4% Percent Number of trips 85.7% 14.3% Average trip distance (mi)

440

_MainReport  

NLE Websites -- All DOE Office Websites (Extended Search)

0 0 Overall AC electrical energy consumption (AC Wh/mi) 174 Average Trip Distance 12.6 Total distance traveled (mi) 1,243,988 Average Ambient Temperature (deg F) 63.2 Electric Vehicle mode operation (EV) Gasoline fuel economy (mpg) No Fuel Used AC electrical energy consumption (AC Wh/mi) 352 Distance traveled (mi) 615,161 Percent of total distance traveled 49.5% Average driving style efficiency (distance weighted)¹ 80% Extended Range mode operation (ERM) Gasoline fuel economy (mpg) 35.4 AC electrical energy consumption (AC Wh/mi) No Elec. Used Distance traveled (mi) 628,828 Percent of total distance traveled 50.5% Average driving style efficiency (distance weighted)¹ 78% City³ Highway³ Percent of miles in EV operation (%) 66.8% 31.7% Percent Number of trips 85.5% 14.5% Average trip distance (mi)

Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


441

_MainReport  

NLE Websites -- All DOE Office Websites (Extended Search)

71.0 71.0 Overall AC electrical energy consumption (AC Wh/mi) 169 Average Trip Distance 12.5 Total distance traveled (mi) 1,661,080 Average Ambient Temperature (deg F) 67.1 Electric Vehicle mode operation (EV) Gasoline fuel economy (mpg) No Fuel Used AC electrical energy consumption (AC Wh/mi) 340 Distance traveled (mi) 826,775 Percent of total distance traveled 49.8% Average driving style efficiency (distance weighted)¹ 81% Extended Range mode operation (ERM) Gasoline fuel economy (mpg) 35.7 AC electrical energy consumption (AC Wh/mi) No Elec. Used Distance traveled (mi) 834,306 Percent of total distance traveled 50.2% Average driving style efficiency (distance weighted)¹ 78% City³ Highway³ Percent of miles in EV operation (%) 66.9% 31.6% Percent Number of trips 85.8% 14.2% Average trip distance (mi)

442

Alternative Fuels Data Center: Alternative Fuel Promotion  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Alternative Fuel Alternative Fuel Promotion to someone by E-mail Share Alternative Fuels Data Center: Alternative Fuel Promotion on Facebook Tweet about Alternative Fuels Data Center: Alternative Fuel Promotion on Twitter Bookmark Alternative Fuels Data Center: Alternative Fuel Promotion on Google Bookmark Alternative Fuels Data Center: Alternative Fuel Promotion on Delicious Rank Alternative Fuels Data Center: Alternative Fuel Promotion on Digg Find More places to share Alternative Fuels Data Center: Alternative Fuel Promotion on AddThis.com... More in this section... Federal State Advanced Search All Laws & Incentives Sorted by Type Alternative Fuel Promotion The Missouri Alternative Fuels Commission (Commission) promotes the continued production and use of alternative transportation fuels in

443

Alternative Fuels Data Center: Hydrogen Fueling Stations  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Fueling Fueling Stations to someone by E-mail Share Alternative Fuels Data Center: Hydrogen Fueling Stations on Facebook Tweet about Alternative Fuels Data Center: Hydrogen Fueling Stations on Twitter Bookmark Alternative Fuels Data Center: Hydrogen Fueling Stations on Google Bookmark Alternative Fuels Data Center: Hydrogen Fueling Stations on Delicious Rank Alternative Fuels Data Center: Hydrogen Fueling Stations on Digg Find More places to share Alternative Fuels Data Center: Hydrogen Fueling Stations on AddThis.com... More in this section... Hydrogen Basics Benefits & Considerations Stations Locations Infrastructure Development Vehicles Laws & Incentives Hydrogen Fueling Stations Photo of a hydrogen fueling station. A handful of hydrogen fueling stations are available in the United States

444

Alternative Fuels Data Center: Biodiesel Fueling Stations  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Fueling Fueling Stations to someone by E-mail Share Alternative Fuels Data Center: Biodiesel Fueling Stations on Facebook Tweet about Alternative Fuels Data Center: Biodiesel Fueling Stations on Twitter Bookmark Alternative Fuels Data Center: Biodiesel Fueling Stations on Google Bookmark Alternative Fuels Data Center: Biodiesel Fueling Stations on Delicious Rank Alternative Fuels Data Center: Biodiesel Fueling Stations on Digg Find More places to share Alternative Fuels Data Center: Biodiesel Fueling Stations on AddThis.com... More in this section... Biodiesel Basics Benefits & Considerations Stations Locations Infrastructure Development Vehicles Laws & Incentives Biodiesel Fueling Stations Photo of a biodiesel fueling station. Hundreds of biodiesel fueling stations are available in the United States.

445

Alternative Fuels Data Center: Alternative Fuel Definition  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Fuel Fuel Definition to someone by E-mail Share Alternative Fuels Data Center: Alternative Fuel Definition on Facebook Tweet about Alternative Fuels Data Center: Alternative Fuel Definition on Twitter Bookmark Alternative Fuels Data Center: Alternative Fuel Definition on Google Bookmark Alternative Fuels Data Center: Alternative Fuel Definition on Delicious Rank Alternative Fuels Data Center: Alternative Fuel Definition on Digg Find More places to share Alternative Fuels Data Center: Alternative Fuel Definition on AddThis.com... More in this section... Federal State Advanced Search All Laws & Incentives Sorted by Type Alternative Fuel Definition The definition of an alternative fuel includes natural gas, liquefied petroleum gas, electricity, hydrogen, fuel mixtures containing not less

446

Alternative Fuels Data Center: Ethanol Fueling Stations  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Fueling Fueling Stations to someone by E-mail Share Alternative Fuels Data Center: Ethanol Fueling Stations on Facebook Tweet about Alternative Fuels Data Center: Ethanol Fueling Stations on Twitter Bookmark Alternative Fuels Data Center: Ethanol Fueling Stations on Google Bookmark Alternative Fuels Data Center: Ethanol Fueling Stations on Delicious Rank Alternative Fuels Data Center: Ethanol Fueling Stations on Digg Find More places to share Alternative Fuels Data Center: Ethanol Fueling Stations on AddThis.com... More in this section... Ethanol Basics Benefits & Considerations Stations Locations Infrastructure Development Vehicles Laws & Incentives Ethanol Fueling Stations Photo of an ethanol fueling station. Thousands of ethanol fueling stations are available in the United States.

447

Hydrogen Highways  

E-Print Network (OSTI)

hybrid gasoline-electric vehicles (HEVs), plug-in HEVs, and advanced batter y-powered electric vehicles

Lipman, Timothy

2005-01-01T23:59:59.000Z

448

Fuel Cell Technologies Office: Fuel Cells  

Office of Energy Efficiency and Renewable Energy (EERE) Indexed Site

Efficiency and Renewable Energy EERE Home | Programs & Offices | Consumer Information Fuel Cells Search Search Help Fuel Cells EERE Fuel Cell Technologies Office Fuel Cells...

449

Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Alternative Fuel Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Tax Credit to someone by E-mail Share Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Tax Credit on Facebook Tweet about Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Tax Credit on Twitter Bookmark Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Tax Credit on Google Bookmark Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Tax Credit on Delicious Rank Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Tax Credit on Digg Find More places to share Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Tax Credit on AddThis.com...

450

Alternative Fuels Data Center: Alternative Fuel and Alternative Fuel  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Alternative Fuel and Alternative Fuel and Alternative Fuel Vehicle (AFV) Fund to someone by E-mail Share Alternative Fuels Data Center: Alternative Fuel and Alternative Fuel Vehicle (AFV) Fund on Facebook Tweet about Alternative Fuels Data Center: Alternative Fuel and Alternative Fuel Vehicle (AFV) Fund on Twitter Bookmark Alternative Fuels Data Center: Alternative Fuel and Alternative Fuel Vehicle (AFV) Fund on Google Bookmark Alternative Fuels Data Center: Alternative Fuel and Alternative Fuel Vehicle (AFV) Fund on Delicious Rank Alternative Fuels Data Center: Alternative Fuel and Alternative Fuel Vehicle (AFV) Fund on Digg Find More places to share Alternative Fuels Data Center: Alternative Fuel and Alternative Fuel Vehicle (AFV) Fund on AddThis.com... More in this section...

451

Alternative Fuels Data Center: Alternative Fuel and Alternative Fuel  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Fuel and Fuel and Alternative Fuel Vehicle (AFV) Tax Exemption to someone by E-mail Share Alternative Fuels Data Center: Alternative Fuel and Alternative Fuel Vehicle (AFV) Tax Exemption on Facebook Tweet about Alternative Fuels Data Center: Alternative Fuel and Alternative Fuel Vehicle (AFV) Tax Exemption on Twitter Bookmark Alternative Fuels Data Center: Alternative Fuel and Alternative Fuel Vehicle (AFV) Tax Exemption on Google Bookmark Alternative Fuels Data Center: Alternative Fuel and Alternative Fuel Vehicle (AFV) Tax Exemption on Delicious Rank Alternative Fuels Data Center: Alternative Fuel and Alternative Fuel Vehicle (AFV) Tax Exemption on Digg Find More places to share Alternative Fuels Data Center: Alternative Fuel and Alternative Fuel Vehicle (AFV) Tax Exemption on AddThis.com...

452

Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Alternative Fuel Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Loans to someone by E-mail Share Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Loans on Facebook Tweet about Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Loans on Twitter Bookmark Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Loans on Google Bookmark Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Loans on Delicious Rank Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Loans on Digg Find More places to share Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Loans on AddThis.com...

453

Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Alternative Fuel Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Grants to someone by E-mail Share Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Grants on Facebook Tweet about Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Grants on Twitter Bookmark Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Grants on Google Bookmark Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Grants on Delicious Rank Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Grants on Digg Find More places to share Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Grants on AddThis.com...

454

An improved methodology for multi-criteria assessment of highway sustainability  

E-Print Network (OSTI)

The concept of sustainability has been widely discussed in relation to human activity and scientific development in recent times. There is an increased awareness of the current and future ramifications of peoples everyday activities on the environment, and sustainable development aims to mitigate these impacts, as well as promote social equity and economic efficiency. A majority of research concerned with transportation sustainability addresses it at the policy-planning level, though there have been recent attempts at quantitatively evaluating it. These evaluations are mostly based on multicriteria decision making processes using performance measures. However, the methods and the performance measures developed are often not geared toward being practically implemented within a transportation agencys regular planning activities. This research effort seeks to improve upon existing sustainability evaluation processes for highways by proposing a methodology that addresses sustainability within the regular transportation planning paradigm, rather than as a separate concern. A more scientific approach to the scaling of various performance measures, as well as the evaluation of current and future planning scenarios on a common basis provides for an improved multi-criteria evaluation method. A case study was conducted using the proposed methodology for a section of US Highway 281 in San Antonio, Texas. The evaluation model developed in this study provides the basis for further research into applying decision-making processes to improve transportation sustainability by addressing some of the inherent drawbacks of existing research on sustainability evaluation.

Ramani, Tara Lakshmi

2008-08-01T23:59:59.000Z

455

Test of the performance and characteristics of a prototype inductive power coupling for electric highway systems  

DOE Green Energy (OSTI)

Development of an inductively coupled power system for highway applications was begun in 1976. The power system was designed to provide energy to vehicles that also carry a supply of stored energy, thus providing a large measure of operational flexibility to the vehicles and reducing the necessary inventory of powered roadways. The highway power system can support the high-speed, long-range portions of driving cycles, while the stored energy can meet the requirements of driving on non-powered streets. The system thus has been referred to as a ''dual-mode'' system because of the use of the two sources of energy. The results of testing a prototype coupling are presented. No physical contact between the vehicle and the power source is required, i.e., the coupling magnetically links the power system of the vehicle to a power source in the roadway (inductive coupling). Tests were performed to determine the magnetic force and flux distribution, electrical characteristics, thermal efforts and acoustic noise. The test equipment and methods are discussed. The tests confirmed the technical feasibility of this type of non-contacting electrical power coupling, and demonstrated that its components are suited to ordinary materials and manufacturing processes. The test results were found to be consistent with expected characteristics in all important respects.

Bolger, J.G.; Ng, L.S.; Green, M.I.; Wallace, R.I.

1978-07-01T23:59:59.000Z

456

Demand, Supply, and Price Outlook for Low-Sulfur Diesel Fuel  

Gasoline and Diesel Fuel Update (EIA)

To help ensure that sulfates in engine exhaust do not To help ensure that sulfates in engine exhaust do not prevent manufacturers of heavy-duty diesel engines from meeting new particulate emissions standards for 1994 and later model years, 1 the Clean Air Act Amend- ments of 1990 (CAAA90) require refiners to reduce the sulfur content of on-highway diesel fuel from current average levels of 0.30 percent by weight to no more than 0.05 percent by weight. The new standard, which goes into effect October 1, 1993, also requires that on-highway diesel fuel have a minimum cetane index of 40 or a maximum aromatic content of 35 percent by volume. 2 (See list of terms and definitions on the fol- lowing page.) This provision is designed to prevent any future rises in aromatics levels. 3 Since the direct mea- surement of aromatics is complex, a minimum cetane

457

Exhaust Aftertreatment and Low Pressure Loop EGR Applied to an Off-Highway Engine  

Science Conference Proceedings (OSTI)

The goal of the project was to demonstrate that low pressure loop EGR incorporating a diesel oxidation catalyst (DOC) and a diesel particulate filter (DPF) can be applied to an off-highway engine to meet Tier 3 (Task I) and Interim Tier 4 (Task II) off-road emissions standards. Task I data was collected using a John Deere 8.1 liter engine modified with a low pressure loop EGR system. The engine and EGR system was optimized and final data over the ISO 8178 eight mode test indicated the NOx emissions were less than 4 g/kWh and the PM was less than 0.02 g/kWh which means the engine met the Tier 3 off-road standard. Considerable experimental data was collected and used by Michigan Tech University to develop and calibrate the MTU-Filter 1D DPF model. The MTU-Filter 1D DPF code predicts the particulate mass evolution (deposition and oxidation) in the diesel particulate filter (DPF) during simultaneous loading and during thermal and NO{sub 2}-assisted regeneration conditions. It also predicts the pressure drop across the DPF, the flow and temperature fields, the solid filtration efficiency and the particle number distribution downstream of the DPF. A DOC model was also used to predict the NO{sub 2} upstream of the DPF. The DPF model was calibrated to the experimental data at temperatures from 230 C to 550 C, and volumetric flow rates from 9 to 39 actual m{sup 3}/min. Model predictions of the solid particulate mass deposited in the DPF after each loading and regeneration case were in agreement within +/-10g (or +/-10%) of experimental measurements at the majority of the engine operating conditions. The activation temperatures obtained from the model calibration are in good agreement with values reported in the literature and gave good results in the model calibration by using constant pre-exponential factors throughout the entire range of conditions evaluated. The average clean filter permeability was 2.372 x 10{sup -13} m{sup 2}. Estimates of the solid particulate mass packing density inside the porous wall were 1 to 5 kg/m{sup 3}; and percolation factors were 0.81 to 0.97. Average particulate layer permeability was 1.95 x 10{sup -14} m{sup 2}. Solid particulate layer packing density values were between 11 and 128 kg/m{sup 3}. These values were in good agreement with the Peclet number correlation theory reported in the literature. NO{sub 2}-assisted oxidation of PM in the DPF showed experimentally that a significant reduction of the pressure drop can be achieved (120 ppm) is available and high exhaust gas temperatures ({approx}360-460 C) can be maintained, even at high PM loadings (low NO{sub 2}/solid PM ratios). The CRT{trademark} (DOC-DPF system) showed limited advantages when used with high PM rates (low NOx/PM ratios) in combination with a low pressure loop EGR strategy for a continuous operation of an engine-exhaust aftertreatment system. The 8.1-liter engine was not designed for low-pressure loop EGR and when the EGR was added the NOx emissions were reduced but the PM emissions increased. This corresponds to the well known NOx to PM relationship in which if the NOx is reduced the PM emissions increase. In order for this technology to be successful on this engine family, the engine out PM emissions must be reduced. These results led to Task II. Task II objective was to meet the interim Tier 4 standards using the CCRT{trademark} technology applied to an advanced 6.8 liter John Deere engine. The advanced engine incorporated a 4 valve head, required additional EGR, an advanced high pressure common rail fuel system and a better matched turbocharger. The EGR system was optimized and the goal of less than 2 g/kWh NOx and less than 0.02 g/kWh PM were achieved over the 8 mode test. Again, experimental data was provided to Michigan Tech to study the passive regeneration of the CCRT{trademark} technology. Two computer models, i.e., the MTU 1-D DOC model and the MTU 1-D 2-layer CPF model were developed as part of this research and calibrated using the data obtained from experiments. The 1-D D

Baumgard, Kirby; Triana, Antonio; Johnson, John; Yang, Song; Premchand, Kiran

2006-01-30T23:59:59.000Z

458

Exhaust Aftertreatment and Low Pressure Loop EGR Applied to an Off-Highway Engine  

DOE Green Energy (OSTI)

The goal of the project was to demonstrate that low pressure loop EGR incorporating a diesel oxidation catalyst (DOC) and a diesel particulate filter (DPF) can be applied to an off-highway engine to meet Tier 3 (Task I) and Interim Tier 4 (Task II) off-road emissions standards. Task I data was collected using a John Deere 8.1 liter engine modified with a low pressure loop EGR system. The engine and EGR system was optimized and final data over the ISO 8178 eight mode test indicated the NOx emissions were less than 4 g/kWh and the PM was less than 0.02 g/kWh which means the engine met the Tier 3 off-road standard. Considerable experimental data was collected and used by Michigan Tech University to develop and calibrate the MTU-Filter 1D DPF model. The MTU-Filter 1D DPF code predicts the particulate mass evolution (deposition and oxidation) in the diesel particulate filter (DPF) during simultaneous loading and during thermal and NO{sub 2}-assisted regeneration conditions. It also predicts the pressure drop across the DPF, the flow and temperature fields, the solid filtration efficiency and the particle number distribution downstream of the DPF. A DOC model was also used to predict the NO{sub 2} upstream of the DPF. The DPF model was calibrated to the experimental data at temperatures from 230 C to 550 C, and volumetric flow rates from 9 to 39 actual m{sup 3}/min. Model predictions of the solid particulate mass deposited in the DPF after each loading and regeneration case were in agreement within +/-10g (or +/-10%) of experimental measurements at the majority of the engine operating conditions. The activation temperatures obtained from the model calibration are in good agreement with values reported in the literature and gave good results in the model calibration by using constant pre-exponential factors throughout the entire range of conditions evaluated. The average clean filter permeability was 2.372 x 10{sup -13} m{sup 2}. Estimates of the solid particulate mass packing density inside the porous wall were 1 to 5 kg/m{sup 3}; and percolation factors were 0.81 to 0.97. Average particulate layer permeability was 1.95 x 10{sup -14} m{sup 2}. Solid particulate layer packing density values were between 11 and 128 kg/m{sup 3}. These values were in good agreement with the Peclet number correlation theory reported in the literature. NO{sub 2}-assisted oxidation of PM in the DPF showed experimentally that a significant reduction of the pressure drop can be achieved (<8 kPa) when sufficient NO{sub 2} (>120 ppm) is available and high exhaust gas temperatures ({approx}360-460 C) can be maintained, even at high PM loadings (low NO{sub 2}/solid PM ratios). The CRT{trademark} (DOC-DPF system) showed limited advantages when used with high PM rates (low NOx/PM ratios) in combination with a low pressure loop EGR strategy for a continuous operation of an engine-exhaust aftertreatment system. The 8.1-liter engine was not designed for low-pressure loop EGR and when the EGR was added the NOx emissions were reduced but the PM emissions increased. This corresponds to the well known NOx to PM relationship in which if the NOx is reduced the PM emissions increase. In order for this technology to be successful on this engine family, the engine out PM emissions must be reduced. These results led to Task II. Task II objective was to meet the interim Tier 4 standards using the CCRT{trademark} technology applied to an advanced 6.8 liter John Deere engine. The advanced engine incorporated a 4 valve head, required additional EGR, an advanced high pressure common rail fuel system and a better matched turbocharger. The EGR system was optimized and the goal of less than 2 g/kWh NOx and less than 0.02 g/kWh PM were achieved over the 8 mode test. Again, experimental data was provided to Michigan Tech to study the passive regeneration of the CCRT{trademark} technology. Two computer models, i.e., the MTU 1-D DOC model and the MTU 1-D 2-layer CPF model were developed as part of this research and calibrated using the data obtained from experiments. The 1-D D

Baumgard, Kirby; Triana, Antonio; Johnson, John; Yang, Song; Premchand, Kiran

2006-01-30T23:59:59.000Z

459

Gas Mileage of 2008 Vehicles by Dodge  

NLE Websites -- All DOE Office Websites (Extended Search)

8 Dodge Vehicles 8 Dodge Vehicles EPA MPG MODEL City Comb Hwy 2008 Dodge Avenger 4 cyl, 2.4 L, Automatic 4-spd, Regular Gasoline Compare 2008 Dodge Avenger View MPG Estimates Shared By Vehicle Owners 21 City 24 Combined 30 Highway 2008 Dodge Avenger 6 cyl, 3.5 L, Automatic 6-spd, Regular Gasoline Compare 2008 Dodge Avenger View MPG Estimates Shared By Vehicle Owners 16 City 19 Combined 26 Highway 2008 Dodge Avenger 6 cyl, 2.7 L, Automatic 4-spd, Regular Gas or E85 Compare 2008 Dodge Avenger View MPG Estimates Shared By Vehicle Owners Gas 19 City 22 Combined 27 Highway E85 13 City 16 Combined 20 Highway 2008 Dodge Avenger 6 cyl, 2.7 L, Automatic 4-spd, Regular Gasoline Compare 2008 Dodge Avenger View MPG Estimates Shared By Vehicle Owners 19 City 22 Combined 27 Highway 2008 Dodge Avenger AWD 6 cyl, 3.5 L, Automatic 6-spd, Regular Gasoline

460

Alternative Fuels Data Center: Low-Speed Vehicle Access to Roadways  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Low-Speed Vehicle Low-Speed Vehicle Access to Roadways to someone by E-mail Share Alternative Fuels Data Center: Low-Speed Vehicle Access to Roadways on Facebook Tweet about Alternative Fuels Data Center: Low-Speed Vehicle Access to Roadways on Twitter Bookmark Alternative Fuels Data Center: Low-Speed Vehicle Access to Roadways on Google Bookmark Alternative Fuels Data Center: Low-Speed Vehicle Access to Roadways on Delicious Rank Alternative Fuels Data Center: Low-Speed Vehicle Access to Roadways on Digg Find More places to share Alternative Fuels Data Center: Low-Speed Vehicle Access to Roadways on AddThis.com... More in this section... Federal State Advanced Search All Laws & Incentives Sorted by Type Low-Speed Vehicle Access to Roadways Low-speed vehicles are only permitted on highways with speed limits up to

Note: This page contains sample records for the topic "mpg highway fuel" from the National Library of EnergyBeta (NLEBeta).
While these samples are representative of the content of NLEBeta,
they are not comprehensive nor are they the most current set.
We encourage you to perform a real-time search of NLEBeta
to obtain the most current and comprehensive results.


461

Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Fueling Infrastructure Grants to someone by E-mail Fueling Infrastructure Grants to someone by E-mail Share Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Grants on Facebook Tweet about Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Grants on Twitter Bookmark Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Grants on Google Bookmark Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Grants on Delicious Rank Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Grants on Digg Find More places to share Alternative Fuels Data Center: Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Grants on AddThis.com...

462

NewsletterA Local Technical Assistance Program (LTAP) of The University of Kansas Transportation Center In cooperation with Kansas Department of Transportation and Federal Highway Administration  

E-Print Network (OSTI)

NewsletterA Local Technical Assistance Program (LTAP) of The University of Kansas Transportation Center In cooperation with Kansas Department of Transportation and Federal Highway Administration KUTC Commissioners about the future of the county highway system. The problem Property taxes are the County's primary

Peterson, Blake R.

463

Fuel Economy and Emissions of a Vehicle Equipped with an Aftermarket Flexible-Fuel Conversion Kit  

DOE Green Energy (OSTI)

The U.S. Environmental Protection Agency (EPA) grants Certificates of Conformity for alternative fuel conversion systems and also offers other forms of premarket registration of conversion kits for use in vehicles more than two model years old. Use of alternative fuels such as ethanol, natural gas, and propane are encouraged by the Energy Policy Act of 1992. Several original equipment manufacturers (OEMs) produce emissions-certified vehicles capable of using alternative fuels, and several alternative fuel conversion system manufacturers produce EPA-approved conversion systems for a variety of alternative fuels and vehicle types. To date, only one manufacturer (Flex Fuel U.S.) has received EPA certifications for ethanol fuel (E85) conversion kits. This report details an independent evaluation of a vehicle with a legal installation of a Flex Fuel U.S. conversion kit. A 2006 Dodge Charger was baseline tested with ethanol-free certification gasoline (E0) and E20 (gasoline with 20 vol % ethanol), converted to flex-fuel operation via installation of a Flex Box Smart Kit from Flex Fuel U.S., and retested with E0, E20, E50, and E81. Test cycles included the Federal Test Procedure (FTP or city cycle), the highway fuel economy test (HFET), and the US06 test (aggressive driving test). Averaged test results show that the vehicle was emissions compliant on E0 in the OEM condition (before conversion) and compliant on all test fuels after conversion. Average nitrogen oxide (NOx) emissions exceeded the Tier 2/Bin 5 intermediate life NO{sub X} standard with E20 fuel in the OEM condition due to two of three test results exceeding this standard [note that E20 is not a legal fuel for non-flexible-fuel vehicles (non-FFVs)]. In addition, one E0 test result before conversion and one E20 test result after conversion exceeded the NOX standard, although the average result in these two cases was below the standard. Emissions of ethanol and acetaldehyde increased with increasing ethanol, while nonmethane organic gas and CO emissions remained relatively unchanged for all fuels and cycles. Higher fraction ethanol blends appeared to decrease NO{sub X} emissions on the FTP and HFET (after conversion). As expected, fuel economy (miles per gallon) decreased with increasing ethanol content in all cases.

Thomas, John F [ORNL; Huff, Shean P [ORNL; West, Brian H [ORNL

2012-04-01T23:59:59.000Z

464

Highway Electrification And Automation Technologies - Regional Impacts Analysis Project: Executive Summary  

E-Print Network (OSTI)

daily time periods. Total energy usage was determined as theusage was approximately half the total RPEV fossil fuel energy

Scag; Path

1993-01-01T23:59:59.000Z

465

The importance of vehicle costs, fuel prices, and fuel efficiency to HEV market success.  

DOE Green Energy (OSTI)

Toyota's introduction of a hybrid electric vehicle (HEV) named ''Prius'' in Japan and Honda's proposed introduction of an HEV in the United States have generated considerable interest in the long-term viability of such fuel-efficient vehicles. A performance and cost projection model developed entirely at Argonne National Laboratory (ANL) is used here to estimate costs. ANL staff developed fuel economy estimates by extending conventional vehicle (CV) modeling done primarily under the National Cooperative Highway Research Program. Together, these estimates are employed to analyze dollar costs vs. benefits of two of many possible HEV technologies. We project incremental costs and fuel savings for a Prius-type low-performance hybrid (14.3 seconds zero to 60 mph acceleration, 260 time) and a higher-performance ''mild'' hybrid vehicle, or MHV (11 seconds 260 time). Each HEV is compared to a U.S. Toyota Corolla with automatic transmission (11 seconds 260 time). The base incremental retail price range, projected a decade hence, is $3,200-$3,750, before considering battery replacement cost. Historical data are analyzed to evaluate the effect of fuel price on consumer preferences for vehicle fuel economy, performance, and size. The relationship between fuel price, the level of change in fuel price, and consumer attitude toward higher fuel efficiency is also evaluated. A recent survey on the value of higher fuel efficiency is presented and U.S. commercial viability of the hybrids is evaluated using discount rates of 2090 and 870. Our analysis, with our current HEV cost estimates and current fuel savings estimates, implies that the U.S. market for such HEVS would be quite limited.

Santini, D. J.; Patterson, P. D.; Vyas, A. D.

1999-12-08T23:59:59.000Z

466

Hydrogen Fuel  

NLE Websites -- All DOE Office Websites (Extended Search)

explored as a fuel for passenger vehicles. It can be used in fuel cells to power electric motors or burned in internal combustion engines (ICEs). It is an environmentally...

467

Regional refining models for alternative fuels using shale and coal synthetic crudes: identification and evaluation of optimized alternative fuels. Annual report, March 20, 1979-March 19, 1980  

DOE Green Energy (OSTI)

The initial phase has been completed in the project to evaluate alternative fuels for highway transportation from synthetic crudes. Three refinery models were developed for Rocky Mountain, Mid-Continent and Great Lakes regions to make future product volumes and qualities forecast for 1995. Projected quantities of shale oil and coal oil syncrudes were introduced into the raw materials slate. Product slate was then varied from conventional products to evaluate maximum diesel fuel and broadcut fuel in all regions. Gasoline supplement options were evaluated in one region for 10% each of methanol, ethanol, MTBE or synthetic naphtha in the blends along with syncrude components. Compositions and qualities of the fuels were determined for the variation in constraints and conditions established for the study. Effects on raw materials, energy consumption and investment costs were reported. Results provide the basis to formulate fuels for laboratory and engine evaluation in future phases of the project.

Sefer, N.R.; Russell, J.A.

1980-11-01T23:59:59.000Z

468

NEW FUEL ECONOMY TESTING  

NLE Websites -- All DOE Office Websites (Extended Search)

drive Highlander Hybrid. This crossover boasts a 3.3-liter V6 gas engine and three electric motors for 270 horsepower. Mileage ratings are 27 city 25 highway. Toyota's full...

469

Development of an optimal impact energy absorber for highway crash cushions  

E-Print Network (OSTI)

The objective of this research is to develop a new and efficient method of absorbing a vehicle??s kinetic energy for highway safety crash cushions. A vehicle that makes a direct impact with a rigid highway structure traveling at highway speeds can be fatal for its occupants. Crash cushions are implemented on roadways in front of these rigid structures with the intent to ??soften?? the impact. The cushion will bring a vehicle to a stop at safe rates before it impacts the rigid structure. The energy absorbing component of the crash cushion must meet four main requirements. The cushion must reduce the vehicles speed at a rate that does not allow the occupant to impact the vehicle interior at velocities greater than 12 m/s. The cushion must then bring the vehicle to a complete stop with deceleration rates below 20 g??s. A crash cushion must satisfy these requirements for an 820 kg vehicle and a 2000 kg vehicle traveling at 100 km/hr. Advanced design methodologies were applied to enable multiple, innovative design concepts. These concepts made use of the deformation of steel in structural pipe, structural angle, and structural plate to reduce the velocity of a vehicle at a safe rate. Critical design parameters were identified which allowed for efficient and effective numerical experiments to be conducted. The data collected from these experiments were then validated when compared to physical test data. After the data had been collected, each of the designs was compared to one another in order to decide upon the best design. The design selected was the deforming plate concept which makes use of steel plate mounted in a fashion that created two arms that acted similar to two cantilever beams. A wedge was forced beneath these arms deforming them upward. This design is effective because the deformation can be easily controlled by the thickness of the plate, the moment arm created by the wedge, and the geometry of the wedge. Steel plate is a readily available material that requires minimal manufacturing for installation preparation making it cost-effective, and easy to install. In the event of impact with the cushion, new parts will be inexpensive and readily available. Being reusable, easy to repair and low in cost, the energy absorbing concept presented herein is a cost effective alternative to existing energy absorbing technology. Due to replaceable parts being readily available, repair time and cost will be reduced compared to other designs that require new parts to be fabricated for replacement. This will make for a competitive design.

Michalec, Christopher Ryan

2005-08-01T23:59:59.000Z

470

Effect of Intake Air Filter Condition on Vehicle Fuel Economy  

DOE Green Energy (OSTI)

The U.S. Department of Energy (DOE) Office of Energy Efficiency and Renewable Energy and the U.S. Environmental Protection Agency (EPA) jointly maintain a fuel economy website (www.fueleconomy.gov), which helps fulfill their responsibility under the Energy Policy Act of 1992 to provide accurate fuel economy information [in miles per gallon (mpg)] to consumers. The site provides information on EPA fuel economy ratings for passenger cars and light trucks from 1985 to the present and other relevant information related to energy use such as alternative fuels and driving and vehicle maintenance tips. In recent years, fluctuations in the price of crude oil and corresponding fluctuations in the price of gasoline and diesel fuels have renewed interest in vehicle fuel economy in the United States. (User sessions on the fuel economy website exceeded 20 million in 2008 compared to less than 5 million in 2004 and less than 1 million in 2001.) As a result of this renewed interest and the age of some of the references cited in the tips section of the website, DOE authorized the Oak Ridge National Laboratory (ORNL) Fuels, Engines, and Emissions Research Center (FEERC) to initiate studies to validate and improve these tips. This report documents a study aimed specifically at the effect of engine air filter condition on fuel economy. The goal of this study was to explore the effects of a clogged air filter on the fuel economy of vehicles operating over prescribed test cycles. Three newer vehicles (a 2007 Buick Lucerne, a 2006 Dodge Charger, and a 2003 Toyota Camry) and an older carbureted vehicle were tested. Results show that clogging the air filter has no significant effect on the fuel economy of the newer vehicles (all fuel injected with closed-loop control and one equipped with MDS). The engine control systems were able to maintain the desired AFR regardless of intake restrictions, and therefore fuel consumption was not increased. The carbureted engine did show a decrease in fuel economy with increasing restriction. However, the level of restriction required to cause a substantial (10-15%) decrease in fuel economy (such as that cited in the literature) was so severe that the vehicle was almost undrivable. Acceleration performance on all vehicles was improved with a clean air filter. Once it was determined how severe the restriction had to be to affect the carbureted vehicle fuel economy, the 2007 Buick Lucerne was retested in a similar manner. We were not able to achieve the level of restriction that was achieved with the 1972 Pontiac with the Lucerne. The Lucerne's air filter box would not hold the filter in place under such severe conditions. (It is believed that this testing exceeded the design limits of the air box.) Tests were conducted at a lower restriction level (although still considerably more severe than the initial clogged filter testing), allowing the air filter to stay seated in the air box, and no significant change was observed in the Lucerne's fuel economy or the AFR over the HFET cycle. Closed-loop control in modern fuel injected vehicle applications is sophisticated enough to keep a clogged air filter from affecting the vehicle fuel economy. However for older, open-loop, carbureted vehicles, a clogged air filter can affect the fuel economy. For the vehicle tested, the fuel economy with a new air filter improved as much as 14% over that with a severely clogged filter (in which the filter was so clogged that drivability was impacted). Under a more typical state of clog, the improvement with a new filter ranged from 2 to 6%.

Norman, Kevin M [ORNL; Huff, Shean P [ORNL; West, Brian H [ORNL

2009-02-01T23:59:59.000Z

471

Alternative Fuels Data Center: Alternative Fueling Infrastructure  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Alternative Fueling Alternative Fueling Infrastructure Development to someone by E-mail Share Alternative Fuels Data Center: Alternative Fueling Infrastructure Development on Facebook Tweet about Alternative Fuels Data Center: Alternative Fueling Infrastructure Development on Twitter Bookmark Alternative Fuels Data Center: Alternative Fueling Infrastructure Development on Google Bookmark Alternative Fuels Data Center: Alternative Fueling Infrastructure Development on Delicious Rank Alternative Fuels Data Center: Alternative Fueling Infrastructure Development on Digg Find More places to share Alternative Fuels Data Center: Alternative Fueling Infrastructure Development on AddThis.com... More in this section... Federal State Advanced Search All Laws & Incentives Sorted by Type

472

Alternative Fuels Data Center: Emerging Fuels  

Alternative Fuels and Advanced Vehicles Data Center (EERE)

Emerging Fuels Emerging Fuels Printable Version Share this resource Send a link to Alternative Fuels Data Center: Emerging Fuels to someone by E-mail Share Alternative Fuels Data Center: Emerging Fuels on Facebook Tweet about Alternative Fuels Data Center: Emerging Fuels on Twitter Bookmark Alternative Fuels Data Center: Emerging Fuels on Google Bookmark Alternative Fuels Data Center: Emerging Fuels on Delicious Rank Alternative Fuels Data Center: Emerging Fuels on Digg Find More places to share Alternative Fuels Data Center: Emerging Fuels on AddThis.com... More in this section... Biobutanol Drop-In Biofuels Methanol P-Series Renewable Natural Gas xTL Fuels Emerging Alternative Fuels Several emerging alternative fuels are under development or already developed and may be available in the United States. These fuels may

473

Fuel Cell Technologies Office: Fuel Cell Animation  

NLE Websites -- All DOE Office Websites (Extended Search)

Fuel Cell Animation to someone by E-mail Share Fuel Cell Technologies Office: Fuel Cell Animation on Facebook Tweet about Fuel Cell Technologies Office: Fuel Cell Animation on...

474

Hybrid 320 Ton Off Highway Haul Truck: Quarterly Technical Status Report 11, DOE/AL68080-TSR11  

DOE Green Energy (OSTI)

This eleventh quarterly status report for the Hybrid Off Highway Vehicle (OHV) project, DOE Award DE-FC04-02AL68080 presents the project status at the end of June 2005, and covers activities in the eleventh project quarter, April 2005-June 2005.

Tim Richter

2005-09-26T23:59:59.000Z

475

Real-time highway traffic condition assessment framework using vehicle-infrastructure integration (VII) with artificial intelligence (AI)  

Science Conference Proceedings (OSTI)

This paper presents a framework for real-time highway traffic condition assessment using vehicle kinetic information, which is likely to be made available from vehicle-infrastructure integration (VII) systems, in which vehicle and infrastructure agents ... Keywords: artificial intelligence (AI), incident detection, vehicle kinetics, vehicle-infrastructure integration (VII)

Yongchang Ma; Mashrur Chowdhury; Adel Sadek; Mansoureh Jeihani

2009-12-01T23:59:59.000Z

476

Hybrid 240 Ton Off Highway Haul Truck: Quarterly Technical Status Report 19, DOE/AL68080-TSR19  

DOE Green Energy (OSTI)

This nineteenth quarterly status report for the Hybrid Off Highway Vehicle (OHV) project, DOE Award DE-FC04-02AL68080 presents the project status at the end of June 2007, and covers activities in the nineteenth project quarter, April 2007 June 2007.

Tim Richter

2007-06-30T23:59:59.000Z

477

Laser-Based Non-Intrusive Detection System for Measurement of True Travel Time on the Highway 1  

E-Print Network (OSTI)

United States Department of Transportation, Federal Highway Administration. The contents of this report reflect the views of the authors who are responsible for the facts and the accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the State of California. This report does not constitute a standard, specification, or regulation. Report for MOU 3005

Harry H. Cheng; Ben Shaw; Joe Palen; Bin Lin; Xudong Hu; Bo Chen; Jason Parks; Harry H. Cheng; Ben Shaw; Joe Palen; Bin Lin; Xudong Hu; Bo Chen; Jason Parks

2000-01-01T23:59:59.000Z

478

Acquisition, filtering and toll data processing system for obtaining origin-destination matrix and travel times on highways  

Science Conference Proceedings (OSTI)

This paper presents an acquisition, filtering and real-time toll data processing system that provides a base for resolution and generation of studies and models of behavior on highways. Crossing points estimation, speed calculation, study traffic flow, ... Keywords: origin-destination matrix, toll data processing, traffic management, travel time

Ramn V. Cirilo Gimeno; Antonio Garca Celda; Pablo Mir Gmez

2012-05-01T23:59:59.000Z

479

Fuel Cells  

NLE Websites -- All DOE Office Websites (Extended Search)

Fuel Cells Fuel Cells Converting chemical energy of hydrogenated fuels into electricity Project Description Invented in 1839, fuels cells powered the Gemini and Apollo space missions, as well as the space shuttle. Although fuel cells have been successfully used in such applications, they have proven difficult to make more cost-effective and durable for commercial applications, particularly for the rigors of daily transportation. Since the 1970s, scientists at Los Alamos have managed to make various scientific breakthroughs that have contributed to the development of modern fuel cell systems. Specific efforts include the following: * Finding alternative and more cost-effective catalysts than platinum. * Enhancing the durability of fuel cells by developing advanced materials and

480

Roadsides, contaminated fields could be unlikely solutions to fuel  

NLE Websites -- All DOE Office Websites (Extended Search)

Roadsides, contaminated fields could be unlikely solutions to fuel Roadsides, contaminated fields could be unlikely solutions to fuel shortages, water pollution By Louise Lerner * August 11, 2009 Tweet EmailPrint ARGONNE, Ill. - The lonely, weed-choked roadsides along America's highways may turn out to be an unexpected solution to two of the biggest issues facing the U.S. today-potential fuel shortages and water pollution. In a new study, environmental scientists Cristina Negri and Gayathri Gopalakrishnan of the U.S. Department of Energy's (DOE) Argonne National Laboratory considered a new idea: using contaminated and unused land to grow crops for biofuel. Negri and Gopalakrishnan knew that hardy, inedible plants like switchgrass or poplar trees grow quickly and need far less attention than conventional biofuel crops like corn-and it turns out they may also purify water and

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481

Temporary Losses of Highway Capacity and Impacts on Performance: Phase 2  

NLE Websites -- All DOE Office Websites (Extended Search)

09 09 Temporary Losses of Highway Capacity and Impacts on Performance: Phase 2 November 2004 Prepared by S. M. Chin O. Franzese D. L. Greene H. L. Hwang Oak Ridge National Laboratory Oak Ridge, Tennessee R. C. Gibson The University of Tennessee Knoxville, Tennessee DOCUMENT AVAILABILITY Reports produced after January 1, 1996, are generally available free via the U.S. Department of Energy (DOE) Information Bridge: Web site: http://www.osti.gov/bridge Reports produced before January 1, 1996, may be purchased by members of the public from the following source: National Technical Information Service 5285 Port Royal Road Springfield, VA 22161 Telephone: 703-605-6000 (1-800-553-6847) TDD: 703-487-4639 Fax: 703-605-6900 E-mail: info@ntis.fedworld.gov

482

Highway Vehicle Electric Drive in the United States: 2009 Status and Issues  

NLE Websites -- All DOE Office Websites (Extended Search)

ANL/ESD/10-9 ANL/ESD/10-9 Highway Vehicle Electric Drive in the United States: 2009 Status and Issues Energy Systems Division About Argonne National Laboratory Argonne is a U.S. Department of Energy laboratory managed by UChicago Argonne, LLC under contract DE-AC02-06CH11357. The Laboratory's main facility is outside Chicago, at 9700 South Cass Avenue, Argonne, Illinois 60439. For information about Argonne and its pioneering science and technology programs, see www.anl.gov. Availability of This Report This report is available, at no cost, at http://www.osti.gov/bridge. It is also available on paper to the U.S. Department of Energy and its contractors, for a processing fee, from: U.S. Department of Energy Office of Scientific and Technical Information

483

Highway vehicle electric drive in the United States : 2009 status and issues.  

DOE Green Energy (OSTI)

The status of electric drive technology in the United States as of early 2010 is documented. Rapidly evolving electric drive technologies discussed include hybrid electric vehicles, multiple types of plug-in hybrid electric vehicles, and battery electric vehicles. Recent trends for hybrids are quantified. Various plug-in vehicles entering the market in the near term are examined. The technical and economic requirements for electric drive to more broadly succeed in a wider range of highway vehicle applications are described, and implications for the most promising new markets are provided. Federal and selected state government policy measures promoting and preparing for electric drive are discussed. Taking these into account, judgment on areas where increased Clean Cities funds might be most productively focused over the next five years are provided. In closing, the request by Clean Cities for opinion on the broad range of research needs providing near-term support to electric drive is fulfilled.

Santini, D. J.; Energy Systems

2011-02-16T23:59:59.000Z

484

Set of Comparable Carbon Footprints for Highway Travel in Metropolitan America  

Science Conference Proceedings (OSTI)

The authors describe the development of a set of carbon dioxide emissions estimates for highway travel by automobile, truck, bus and other public transit vehicle movements within the nation s 100 largest metropolitan areas, in calendar year 2005. Considerable variability is found to exist across metropolitan areas when these greenhouse gas emissions are measured on a per capita and a per gross metropolitan product (GMP) basis. Least square regression modeling shows a relationship between emissions per capita and per GMP with truck traffic share, transit share, employment density, population dispersion within the metro area, and GMP per capita. As a result many of the nation s largest metropolitan areas tend to have lower CO2 emissions per capita and per GMP than smaller and more recently developed metro areas.

Southworth, Frank [ORNL; Sonnenberg, Anthon [Georgia Institute of Technology

2011-01-01T23:59:59.000Z

485

SkyFuel | Open Energy Information  

Open Energy Info (EERE)

SkyFuel SkyFuel Jump to: navigation, search Logo: SkyFuel Name SkyFuel Address 18300 West Highway 72 Place Arvada, Colorado Zip 80007 Sector Solar Product Parabolic Trough Solar Collector Year founded 2007 Number of employees 11-50 Phone number 303.330.0276 Website http://www.skyfuel.com Coordinates 39.8630176°, -105.2064482° Loading map... {"minzoom":false,"mappingservice":"googlemaps3","type":"ROADMAP","zoom":14,"types":["ROADMAP","SATELLITE","HYBRID","TERRAIN"],"geoservice":"google","maxzoom":false,"width":"600px","height":"350px","centre":false,"title":"","label":"","icon":"","visitedicon":"","lines":[],"polygons":[],"circles":[],"rectangles":[],"copycoords":false,"static":false,"wmsoverlay":"","layers":[],"controls":["pan","zoom","type","scale","streetview"],"zoomstyle":"DEFAULT","typestyle":"DEFAULT","autoinfowindows":false,"kml":[],"gkml":[],"fusiontables":[],"resizable":false,"tilt":0,"kmlrezoom":false,"poi":true,"imageoverlays":[],"markercluster":false,"searchmarkers":"","locations":[{"text":"","title":"","link":null,"lat":39.8630176,"lon":-105.2064482,"alt":0,"address":"","icon":"","group":"","inlineLabel":"","visitedicon":""}]}

486

FEG2007_04_03_2007_PM.indd  

NLE Websites -- All DOE Office Websites (Extended Search)

Fuel Economy Label Fuel Economy Label (Attached to New Vehicle Window) Average estimate for city driving The range of fuel economy that most drivers achieve with this particular model Average estimate for highway driving The range of fuel economy for other models of this size class Fuel cost based on 15,000 miles/yr at $2.65 per gallon for regular unleaded and $2.85 for premium Check the fuel economy label on the vehicle at the dealer showroom for its specific fuel economy (mpg) ratings. The ratings may vary slightly from the values in this guide because of engine and fuel system differences not listed here. Fuel Economy Information Actual Mileage will vary with options, driving conditions, driving habits and vehicle's condition. Results reported to EPA indicate that the majority of vehicles with these estimates